U. S. DEPARTMENT OF COMMERCE

NATIONAL BUREAU OF STANDARDS

REPORT OF THE

THIRTY-FIRST NATIONAL CONFERENCE

ON

WEIGHTS AND MEASURES

ATTENDED BY REPRESENTATIVES

FROM VARIOUS STATES

SPONSORED BY THE NATIONAL BUREAU OF STANDARDS

WASHINGTON, D. C, JUNE 3, 4, 5, AND 6, 1941

MISCELLANEOUS PUBLICATION M170



U. S. DEPARTMENT OF COMMERCE

JESSE H. JONES, Secretary

NATIONAL BUREAU OF STANDARDS

LYMAN J. BRIGGS, Director

MISCELLANEOUS PUBLICATION Ml 70

REPORT OF THE

THIRTY-FIRST NATIONAL CONFERENCE

ON

WEIGHTS AND MEASURES

ATTENDED BY REPRESENTATIVES

FROM VARIOUS STATES

SPONSORED BY THE NATIONAL BUREAU OF STANDARDS

WASHINGTON, D. C, JUNE 3, 4, 5, AND 6, 1941 .

UNITED STATES

GOVERNMENT PRINTING OFFICE

WASHINGTON : 1941

For sale by the Superintendent of Documents, Washington, D. C, Price 35 cents



OFFICERS AND COMMITTEES

OFFICERS

(Serving during the Thirty-First National Conference)

President, Lyman J. Briggs, Director, National Bureau of Standards, Washington, D. G.

\ ice Presidents

:

H. N. Davis, Supervisor, State Division of Weights and Measures, Montpelier,

Vt.

A. J. Jensen, Chief State Inspector of Weights and Measures, Jamestown,

N. D.

C. L. Klookeb, State Inspector of Weights and Measures, Hartford, Conn.

Joseph G. Rogers, Assistant State Superintendent of Weights and Measures,

Trenton, N. J. Louis G. Waldman, Commissioner of Weights and Measures, St. Louis, Mo.

Tom Webb, Sealer of Weights and Measures, Nashville, Tenn.

Secretary, R. W. Smith, National Bureau of Standards, Washington, D. C.

Treasurer, George F. Austin, Jr., Supervising Inspector of Weights and Measures,

Detroit, Mich.

(As elected by the Thirty-First National Conference for the ensuing year)

President, Lyman J. Briggs, Director, National Bureau of Standards, Washington, D. C.

Vice Presidents

:

J. F. BlickXey, Director, State Bureau of Standard Weights and Measures,

Harrisburg, Pa.

G. K. Heath, Deputy State Sealer of Weights and Measures, Augusta, Maine.

M. A. Hubbard, State Supervisor of Weights and Measures, Richmond, Va.

Joseph G. Rogers, Assistant State Superintendent of Weights and Measures,

Trenton, *N. J. W. P. Reed, Inspector of Weights and Measures, Atlanta, Ga.

L. E. Witt, Sealer of Weights and Measures, Milwaukee, Wis.

Secretary, R. W. Smith, National Bureau of Standards, Washington, D. C.

Treasurer, George F. Austin, Jr., Supervising Inspector of Weights and Measures.

Detroit, Mich.

COMMITTEES

EXECUTIVE COMMITTEE

(As elected by the Thirty-first National Conference)

Lyman J. Briggs

J. F. Blickley

G. K. Heath

M. A. Hubbard

Joseph G. Rogers }Ex officio.

W. P. Reed

L. E. Witt

R. W. Smith

George F. Austin, JrJ

C. G. Crockett, Inspector of Weights and Measures, Baltimore, Md.

J. M. Dean, Chief, Publications and Inspection, State Department of Agriculture

and Commerce, Jackson, Miss.

C. H. Engelhard, Superintendent of Weights and Measures of Middlesex County,

New Brunswick, N. J. hi
IV Officers and Committees

W. T. Fossett, State Superintendent of Standards, Springfield, 111. M. L. Fowler, Sealer of Weights and Measures, Highland Park, Mich.

Eeling Hansen, Supervisor, State Department of Weights and Measures, Minneapolis, Minn.

C. E. Hawkins, Sealer of Weights and Measures, Springfield, Mass.

H. E. Howard, Chief Inspector of Weights and Measures, Miami, Fla.

J. A. Hughes, Sealer of Weights and Measures of San Francisco County, San

Francisco, Calif.

R. M. Johnson, Chief Inspector, Bureau of Weights and Measures, Birmingham,

Ala.

Alex Pisciotta, Director, Bureau of Weights and Measures, New York, N. T.

T. F. Rice, Sealer of Weights and Measures, Hartford, Conn.

E. J. Siegler, Deputy Sealer of Weights and Measures of Hamilton County,

Cincinnati, Ohio.

A. E. Snyder, Inspector of Weights and Measures, Terre Haute, Ind.

H. C. Todd, Sealer of Weights and Measures, Salt Lake City, Utah.

J. D. Walton, Chief, Division of Weights and Measures, Dallas, Tex.

Tom Webb, Sealer of Weights and Measures, Nashville, Tenn.

F. C. Yarbrough, Inspector of Weights and Measures of Mecklenburg County and

Charlotte, Charlotte, N. C.

COMMITTEE ON SPECIFICATIONS AND TOLERANCES

(Standing committee)

s John P. McBride, Director, State Division of Standards and Necessaries of Life,

Boston, Mass., Chairman.

R. W. Smith, National Bureau of Standards, Secretary.

Charles M. Fuller, Sealer of Weights and Measures of Los Angeles County,

Los Angeles, Calif.

Joseph G. Rogers, Assistant State Superintendent of Weights and Measures,

Trenton, N. J. George F. Austin, Jr., Supervising Inspector of Weights and Measures, Detroit,

Mich.

COMMITTEE ON LEGISLATION

Rollin E. Meek, Chief, State Bureau of Weights and Measures, Indianapolis,

Ind., Chairman.

V. D. Campbell,1 Deputy State Sealer, Columbus, Ohio.

R. M. Johnson, Chief Inspector of Weights and Measures, Birmingham, Ala.

C. L. Klocker, State Inspector of Weights and Measures, Hartford, Conn.

Alex Pisciotta, Director, Bureau of Weights and Measures, New York, N. Y.

George M. Roberts, Superintendent of Weights, Measures, and Markets, Washington, D. C.

Louis G. Waldman,2 Commissioner of Weights and Measures, St. Louis, Mo.

COMMITTEE ON METHODS OF SALE OF COMMODITIES

Alex Pisciotta, Director, Bureau of Weights and Measures, New York, N. Y.,

Chairman.

V. D. Campbell,3 Deputy State Sealer, Columbus, Ohio.

M. A. Hubbard, State Supervisor of Weights and Measures, Richmond, Va.

James O'Keefe, Sealer of Weights and Measures, Chicago, 111. Joseph G. Rogers, Assistant State Superintendent of Weights and Measures,

Trenton, N. J. C. E. Tucker, Chief, State Bureau of Weights and Measures,, Sacramento, Calif.

Louis G. Waldman,4 Commissioner of Weights and Measures, St. Louis, Mo.

1 Following the Thirty-first National Conference, Mr. Campbell resigned from the Committee, and Joseph F. Blickley, Director, Bureau of Standard Weights and Measures,

State of Pennsylvania, was appointed to succeed him.

2 Following the Thirty-first National Conference, Mr. Waldman retired from weights

and measures work ; his successor on the Committee is not yet appointed.

3 Following, the Thirty-first National Conference, Mr. Campbell resigned from the Committee, and C. D. Baucom, Superintendent of Weights and Measures, State of North

Carolina, was appointed to succeed him.

4 Following the Thirty-first National Conference, Mr. Waldman retired from weights

and measures work, and Russell S. ACkerman, Superintendent, Department of Licenses,

Weights and Measures, City of Minneapolis, Minn., was appointed to succeed him on the

Committee.
Officers and Committees V

COMMITTEE ON WEIGHTS AND MEASURES EDUCATION

W. S. Bussey, Chief, State Division of Weights and Measures, Austin, Tex.,

Chairman.

H. G. Boutell,5 National Bureau of Standards, Washington, D. C.

M. A. Hubbard, State Supervisor of Weights and Measures, Richmond, Va.

A. J. Jensen, Chief State Inspector of Weights and Measures, Jamestown, N. D.

James B. McHugh, Sealer of Weights and Measures, Allentown, Pa.

A. Edward Snyder, Inspector of Weights and Measures, Terre Haute, Ind.

Robert! Williams, Sealer of Weights and Measures of Nassau County, Mineola,

N. Y.

COMMITTEE ON PROPOSED FEDERAL LEGISLATION TO PROVIDE ASSISTANCE FOR

THE STATES IN ADMINISTRATION OF WEIGHTS AND MEASURES LAWS

John P. McBride, Director, State Division of Standards and Necessaries of Life,

Boston, Mass., Chairman.

S. T. Griffith,7 Chief, Division of Weights and Measures, Baltimore, Md.

J. H. Meek, Director, State Division of Markets, Richmond, Va.

Rollin E. Meek, Chief, State Bureau of Weights and Measures, Indianapolis,

Ind.

Charles C. Read, State Superintendent of Weights and Measures, Trenton, N. J. W. P. Reed, Inspector of Weights and Measures, Atlanta, Ga.

C. E. Tucker, Chief, State Bureau of Weights and Measures, Sacramento,

Calif.

COMMITTEE ON TRADING BY WEIGHT 8

J. H. Meek, Director, State Division of Markets, Richmond, Va., Chairman.

Leo V. Card, State Commissioner of Agriculture, Lansing, Mich.

W. T. Fossett, State Superintendent of Standards, Springfield, 111. Eeling Hansen, Supervisor, State Department of Weights and Measures, Minneapolis, Minn.

A. J. Jensen, Chief State Inspector of Weights and Measures, Jamestown, N.

Dak.

SPECIAL COMMITTEE ON CONFERENCE STANDARD FOOD PACKAGE BILL 9

Alex Pisciotta, Director, Bureau of Weights and Measures, New York, N. Y.,

Chairman.

J. H. Meek, Director, State Division of Markets, Richmond, Va.

George M. Roberts, Superintendent of Weights, Measures, and Markets, Washington, D. C.

ACTING COMMITTEES FOR THE THIRTY-FIRST NATIONAL CONFERENCE

Committee on Nominations. C. L. Klocker, of Connecticut, Chairman ; George

F. Austin, Jr., of Detroit, Mich. ; Ralph M. Bodenweiseb, of Mercer County,

N. J. ; W. S. Bussey, of Texas ; R. E. Meek, of Indiana ; George M. Roberts,

of the District of Columbia ; L. E. Witt, of Milwaukee, Wis.

Committee on Resolutions. J. F. Blickley, of Pennsylvania, Chairman

;

W. T. Fossett, of Illinois ; Erling Hansen, of Minnesota ; R. M. Johnson,

of Birmingham, Ala. ; W. P. Reed, of Atlanta, Ga. ; C. T. Quinn, of Lansing,

Mich. ; C. P. Smith, of Suffolk County, N. Y.

In Charge of Registrations: S. M. Derato and Mrs. H. G. Sweeney.

5 Following the Thirty-first National Conference, Mr. Boutell resigned from the Committee, and C. F. Horton, National Bureau of Standards, was appointed to succeed him.

6 Following the Thirty-first National Conference, Mr. McHugh resigned from the Committee, and W. P. Reed, Inspector of Weights and Measures of Atlanta, Ga., was appointed to succeed him.

7 Deceased. Following the Thirty-first National Conference, H. E. Howard, Chief In- spector of Weights and Measures, Miami, Fla., was appointed to succeed Mr. Griffith on the

Committee.

8 This Committee was authorized by the Thirty-first National Conference, and the

membership was appointed by the President of the Conference following adjournment.

9 This Committee was authorized by the Thirty-first National Conference, and the membership was announced by the President of the Conference during, the sixth session.
PERSONS ATTENDING THE CONFERENCE

DELEGATES—STATE, CITY, AND COUNTY OFFICIALS

ALABAMA

City: Birmingham R. M. Johnson, Chief Inspector, Bureau of

Weights and Measures, 425 City Hall.

CALIFORNIA

__ Charles M. Fuller, Sealer of Weights and

Measures, 501 New High Street, Los Angeles. — James A. Hughes, Sealer of Weights and

Measures, Room 6, City Hall, San Francisco. __ H. G. Bergwall, Sealer of Weights and Measures, 205 Virginia Street, Vallejo.

CONNECTICUT

State C. L. Klocker, Inspector of Weights and

Measures, 100 Washington Street, Hartford.

Lloyd R. Williams, Marketing Specialist,

Department of Agriculture, City Hall,

Waterbury.

City:

Ansonia A. James Zebrowski, Sealer of Weights and

Measures, 147 Tremont Street.

Bridgeport Louis Snow, Sealer of Weights and Measures, 925 Main Street.

Hartford Thomas F. Rice, Sealer of Weights and

Measures, Municipal Building.

Waterbury William H. Dunlavey, Sealer of Weights

and Measures, City Hall.

County : Hartford M. C. Griffin, Sealer of Weights and Measures, 95 Washington Street, Hartford.

DISTRICT OF COLUMBIA

District George M. Roberts, Superintendent of

Weights, Measures, and Markets, 301 Sixth

Street, Washington.

FLORIDA

State Nalls Bebryman, Assistant State Chemist,

Department of Agriculture, Tallahassee.

City

:

Jacksonville Howard E. Crawford, Inspector of Weights

and Measures, Utilities Building.

Miami H. E. Howard, Chief Inspector of Weights

and Measures, 820 Courthouse.

GEORGIA

City : Atlanta W. P. Reed, Inspector of Weights and Measures, 175 Decatur Street.

VI

County

:

Los Angeles

San Francisco

Solano
Persons Attending the Conference VII

ILLINOIS

State W. T. Fossett, Superintendent of Standards,

Springfield.

Geoege A. Ritchey, Assistant Superintendent

of Standards, Springfield.

City: Chicago James O'Keefe, City Sealer of Weights and

Measures, 608 City Hall.

INDIANA

State Rollin E. Meek, Chief, Bureau of Weights

and Measures, State House Annex, Indianapolis.

City:

Fort Wayne C. B. Tolan, Inspector of Weights and

Measures, City Hall.

Gary Gleo C. Moegan, Sealer of Weights and

Measures, City Hall.

Terre Haute A. Edward Snydee, Inspector of Weights

and Measures, City Hall.

MAINE

State Gardner K. Heath, Deputy Sealer of

Weights and Measures, State House,

Augusta.

City:

Portland James A. Boyle, Sealer of Weights and

Measures, Room 3, City Building.

Skowhegan Joseph H. Murray, Sealer of Weights and

Measures.

Waterville— William A. Jones, Sealer of Weights and

Measures, City Hall.

MARYLAND

City: Baltimore Charles G. Crockett, Inspector of Weights

and Measures, 1106 Municipal Building.

John R. Graeff, Inspector of Weights and

Measures, 1106 Municipal Building.

George H. Leithauser, Inspector of Weights

and Measures, 1106 Municipal Building.

Elmer E. Nicholson, Inspector of Weights

and Measures, 1106 Municipal Building.

Fred J. O'Gorman, Inspector of Weights

and Measures, 1106 Municipal Building.

Elmer S. Pierpont, Inspector of Weights

and Measures, 1106 Municipal Building.

Henry J. Seltzer, Inspector of Weights

and Measures, 1106 Municipal Building.

County

:

Montgomery A. A. Moxley, Inspector of Weights and

Measures, Rockville.

Washington Charles E. Brezler, Inspector of Weights

and Measures, 432 North Prospect Street,

Hagerstown.

MASSACHUSETTS

State John P. McBride, Director of Standards

and Necessaries of Life, 194 State House,

Boston.

City:

Abington William H. Garfield, Sealer of Weights

and Measures, 20 Block Street.
vm Persons Attending the Conference

Boston John F. McCarthy, Sealer of Weights and

Measures, 105 City Hall Annex.

Newton Andrew Pkioe, Sealer of Weights and

Measures, City Hall.

Quincy James M. Cantfill, Sealer of Weights and

Measures, City Hall.

Springfield Carl E. Hawkins, Sealer of Weights and

Measures, Administration Building.

Taunton E. C. Ward, Sealer of Weights and Measures,

City Hall.

MICHIGAN

Leo V. Card, Commissioner of Agriculture,

State Office Building, Lansing.

George F. Austin, Jr., Supervising Inspector

of Weights and Measures, 740 Elmwood

Avenue.

Charles H. Pratt, Sealer of Weights and

Measures, City Market.

Manon L. Fowler, Sealer of Weights and

Measures, 25 Gerald Avenue.

Charles T. Quinn, Sealer of Weights and

Measures, City Market.

MINNESOTA

Erling Hansen, Supervisor, Department of

Weights and Measures, 216 Corn Exchange,

Minneapolis.

Russell S. Ackerman, Superintendent, Department of Licenses, Weights and Measures, Room 3, City Hall.

MISSISSIPPI

State J. M. Dean, Chief, Publications and Inspection, Department of Agriculture and Commerce, Old Capitol, Jackson.

NEW JERSEY

State Charles C. Read, Superintendent of Weights

and Measures, 187 West Hanover Street,

Trenton.

Joseph G. Rogers, Assistant State Superintendent of Weights and Measures, 187 West

Hanover Street, Trenton.

R. K. Bodenwieser, Assistant State Superintendent of Weights and Measures, 187

West Hanover Street, Trenton.

Archie T. Smith, Assistant State Superintendent of Weights and Measures, 187 West

Hanover Street, Trenton.

Samuel H. Christie, Jr., Inspector of

Weights and Measures, 187 West Hanover

Street, Trenton.

Ralph P. Jones, Inspector of Weights and

Measures, 187 West Hanover Street,

Trenton.

City:

Bayonne . Walter J. Flynn, Superintendent of Weights

and Measures, Municipal Building.

Clifton Garret H. DeVries, Superintendent of

Weights and Measures, City Hall.

State

City:

Detroit

Flint

Highland Park

Lansing

State

City: Minneapolis
Persons Attending the Conference ix

Elizabeth William J. Bender, Superintendent of

Weights and Measures, City Hali.

Englewood Leonard DeRlenzo, Superintendent of

Weights and Measures, City Hall.

Jersey City John S. Burke, Superintendent of Weights

and Measures, City Hall.

Linden Cornelius O'Donnell, Superintendent of

Weights and Measures, City Hall.

Paterson Joseph P. Leonard, Superintendent of

Weights and Measures, 115 Van Houten

Street.

Trenton Francis J. Black, Superintendent of

Weights and Measures, 29 West Hanover

Street.

Union City Alfred O. Oslund, Superintendent of

Weights and Measures, City Hall.

County

:

Atlantic Wesley E. Vaughn, Superintendent of

Weights and Measures, Hammonton.

Bergen A. F. Barnard, Superintendent of Weights

and Measures, 66 Zabriskie Street, Hackensack.

Cape May Gilbert S. Smith, Superintendent of

Weights and Measures, Avalon.

Cumberland Alfred Lirio, Superintendent of Weights

and Measures, Court House, Bridgeton.

Gloucester William P. Abdill, Superintendent of

Weights and Measures, Woodbury.

Mercer Ralph M. Bodenweiser, Superintendent of

Weights and Measures, Court House,

Trenton.

Middlesex Charles H. Engelhard, Superintendent of

Weights and Measures, County Offices,

New Brunswick.

Monmouth Glenn L. Berry, Superintendent of Weights

and Measures, 706 Eighth Avenue, Asbury

Park.

William I. Thompson, Assistant Superintendent of Weights and Measures, 1313

Edgewood Avenue, Wanamassa.

Passaic William D. Miller, Superintendent of

Weights and Measures, Court House,

Paterson.

Sussex R. Lee Slater, Superintendent of Weights

and Measures, Newton.

Union James M. Dietz, Superintendent of Weights

and Measures, Court House, Elizabeth.

NEW YORK

John J. Leonard, Supervising Inspector,

Bureau of Weights and Measures, 24 Griswold Avenue, Troy.

C. A. Baker, Inspector, Bureau of Weights

and Measures, 24Ms Ogden Street, Binghamton.

Matthew G. Rice, Inspector, Bureau of

Weights and Measures, 466 West One

Hundred and Sixty-Sixth Street, New

York.

City:

Buffalo Louis J. Schuster, Sealer of Weights and

Measures, Room 5, City Hall.

Jamestown Carl A. Larson, Sealer of Weights and

Measures, 1 Fenton Place.

State.
X Persons Attending the Conference

Lackawanna John J. Seres, Sealer of Weights and Measures, 60 South Shore Boulevard.

New York Axex Pisoiotta, Director, Bureau of Weights

and Measures, 137 Centre Street.

Matthias A. Harrington, Chief Inspector,

Bureau of Weights and Measures, 137

Centre Street.

Rochester Anthony C. Samenfink, Sealer of Weights

and Measures, 280 North Union Street.

County

:

Jefferson Charles H. Bulson, Sealer of Weights and

Measures, Theresa.

Monroe Louis H. Dorschel, Sealer of Weights and

Measures, 1400 South Avenue, Rochester.

Nassau Robert Williams, Sealer of Weights and

Measures, Old County Court House,

Mineola.

Orange James E. Newsome, Sealer of Weights and

and Measures, 46 California Avenue, Middletown.

Suffolk C. P. Smith, Sealer of Weights and Measures, Court House, Riverhead.

Warren Lembert J. Dean, Sealer of Weights and

Measures, Glens Falls.

NORTH CAROLINA

State C. D. Baucom, Superintendent of Weights

and Measures, Raleigh.

George S. Turner, Inspector of Weights and

Measures, Raleigh.

H. L. Shankle, Chief, Gasoline and Oil Inspection Division, Department of Revenue,

Box 1510, Raleigh.

City and County: Charlotte, and F. C. Yarbrough, Inspector of Weights and

Mecklenburg County Measures, 300 South Poplar Street, Charlotte.

NORTH DAKOTA

State A. J. Jensen, Chief Inspector of Weights and

Measures, Jamestown.

OHIO

State V. D. Campbell,10 Deputy State Sealer, Department of Agriculture, Columbus.

County: Hamilton Edwin J. Siegler, Deputy County Sealer of

Weights and Measures, Court House, Cincinnati.

PENNSYLVANIA

State Joseph F. Blickley, Director, Bureau of

Standard Weights and Measures, Harrisburg.

Charles S. Sands, Senior Inspector, Bureau

of Standard Weights and Measures, West

Lawn.

Spencer H. Seighman, Senior Inspector, Bureau of Standard Weights and Measures,

Harrisburg.

10 Mr. Campbell registered and paid dues in absentia.
Persons Attending the Conference XI

,_ James E. McHugh, Inspector of Weights and

Measures, City Hall.

. George B. Nebinger, Inspector of Weights and

Measures, City Hall.

_ John J. McParland, Chief Inspector of

Weights and Measures, 624 City-County

Building.

York Irvin R. Shultz, Inspector of Weights and

Measures, City Hall.

County

:

Allegheny P. J. Hunter, Chief Inspector of Weights and

Measures, Court House, Pittsburgh.

Berks Harry Hilzinger, Inspector of Weights and

Measures, Court House, Reading.

Fayette Robert J. Hoover, Sealer of Weights and

Measures, Uniontown.

Greene Harry A. Taylor, Chief Inspector of Weights

and Measures, Waynesburg.

Lackawanna Patrick F. McIntyre, Sealer of Weights and

Measures, 1230 Monroe Avenue, Dunmore.

Luzerne Gordon Watkins, Sealer of Weights and

Measures, Court House, Wilkes-Barre.

Montgomery William H. Jones, Supervisor of Weights

and Measures, Court House, Norristown.

Westmoreland Merle D. Musick, Chief Inspector of Weights

and Measures, Court House, Greensburg.

O. S. Wensel, Inspector of Weights and

Measures, Court House, Greensburg.

City:

Allentown_

Harrisburg.

PittsburghSOUTH CAROLINA

State J. Roy Jones, Commissioner of Agriculture,

Columbia.

Chovine Sprott, Deputy Commissioner of

Agriculture, Columbia.

Bernard O. Goettee, Chief Clerk, Department

of Agriculture, Columbia.

TENNESSEE

City : Nashville Tom Webb, Sealer of Weights and Measures,

City Hall.

TEXAS

State W. S. Btjssey, Chief, Division of Weights and

Measures, Austin.

V. L. Hqlub, Inspector of Weights and Measures, P. O. Box 156, Weimar.

H. R. Tarwater, Inspector of Weights and

Measures, P. O. Box 251, Lubbock.

City : Dallas J. D. Walton, Chief, Division of Weights and

Measures, City Hall.

UTAH

City : Salt Lake City A. C. Todd, Sealer of Weights and Measures,

Public Safety Building.

VERMONT

State H. N. Davis, Supervisor, Division of Weights

and Measures, State Office Building, Montpelier.
XII Persons Attending the Conference

VIRGINIA

State J. H. Meek, Director, Division of Markets,

1030 State Office Building, Richmond.

M. A. Hubbard, Supervisor of Weights and

Measures, 1030 State Office Building, Richmond.

R. D. Thompson, Inspector of Weights and

Measures, 1030 State Office Building, RichCity : mond.

Alexandria R. M. Orrison, Sealer of Weights and

Measures, City Hall.

Keith Wade, Sanitary Engineer, City Hall.

Norfolk H. V. Hayman, Assistant Sealer of Weights

and Measures, New City Hall.

Richmond W. L. Ballard, Inspector of Weights and

Measures, Room 306, City Hall Annex.

A. L. Brockwell, Inspector of Weights and

Measures, Room 306, City Hall Annex.

M. L. Rice, Inspector of Weights and

Measures, Room 306, City Hall Annex.

Staunton C. F. Hanger, Sealer of Weights and

Measures, City Hall.

WEST VIRGINIA

C. Neumeyer, Inspector of Weights and

Measures, City Hall.

Carson Richards, Sealer of Weights and

Measures, Charleston.

H. A. Watkins, Sealer of Weights and

Measures, Court House, Parkersburg.

WISCONSIN

City:

Milwaukee Loins B. Witt, Sealer of Weights and

Measures, 1331 North Fifth Street.

West Allis Lionel M. Rogers, Sealer of Weights and

Measures, City Hall.

City: Huntington.

County

:

Kanawha

Wood

DELEGATES—NATIONAL BUREAU OF STANDARDS

Director's Office: Lyman J. Briggs, Director.

Division of Weights and Measures:

H. W. Bearce, Chief.

R. W. Smith, Assistant Chief.

H. S. Bean, Chief, Section on Gas Measuring Instruments.

R. W. Crouch, Jr., Senior Engineering Inspector (Scales).

C. F. Horton, Assistant Mechanical Engineer (Scales).

L. V. Judson, Chief, Length Section.

C. R. Letzkus, Chief, Engineering Inspector (Scales).

E. L. Peffer, Chief, Section on Capacity and Density.

C. L. Richard, Technologist (Scales).

Division of Simplified Practice

:

W. E. Braithwaite, Assistant Chief Business Specialist, Containers and Miscellaneous Products.

Office Division

:

H. G. Boutell, Chief, Information Section.

GUESTS REPRESENTING UNITED STATES GOVERNMENT

Department of Agriculture

:

Agricultural Marketing Service : C. A. Bbiggs, Weighing Engineer, Washington, D. C.

Consumers Counsel Division : R. S. Hadsell, Washington, D. C.
Persons Attending the Conference XIII

Department of Commerce

:

Division of Current Information : Feank W. Connor, Washington, D. C.

Federal Security Agency

:

Food and Drug Administration

:

W. S. Fbisbie, Chief, Division of State Cooperation, Washington, D. C.

Sumnee C. Howe, Chemist, In Charge Weights and Measures Section,

Washington, D. C.

Office for Emergency Management

:

Office of Price Administration and Consumer Supply, Consumer Division:

Dickson Reck, Economist, Washington, D. C.

Post Office Department : Equipment and Supplies Branch : J. C. Miller, Skilled Draftsman, Washington, D. C.

War Department : ' Ordnance Department : Lieut. Carl Cramer, Washington, D. C.

GUESTS REPRESENTING MANUFACTURERS OF WEIGHING AND

MEASURING DEVICES

American Scale Co. : W. L. Evans, Sales Manager, Kansas City, Mo.

Black & Decker Manufacturing Co. : E. E. Powell, Manager, Loadometer Division, Towson, Md.

Bowser, S. F., & Co. (Inc.) : "E. C. Marsh, Vice President, Fort Wayne, Ind.

C. P. Griffith, Vice President in Charge of Engineering, Fort Wayne, Ind.

C. E. Lepley, State Supervisor, 179 Meeting Street, Charleston, S. C.

Brodie, Ralph N., Co. (Inc.) : Don Kingsley, Eastern Manager, 425 Chrysler Building, New York, N. Y.

C. J. McCaffbey, Salesman, 425 Chrysler Building, New York, N. Y.

Geoege B. Richaeds, Sales Engineer, 425 Chrysler Building, New York,

N. Y.

Carolina Scale Shop : C. H. Noeman, Manager, 112 East Morehead Street, Charlotte, N. C.

Chatillon, John, & Sons:

Edwaed M. Haines, Sales manager, 89 Cliff Street, New York, N. Y.

J. G. Hugel, Representative, 89 Cliff Street, New York, N. Y.

Dayton Pump & Manufacturing Co.

:

K. M. Beowee, Sales Manager, Dayton, Ohio.

G. W. Eichoff, Eastern Manager, 441 Lexington Avenue, New York, N. Y.

Detecto Scales (Inc.) (Formerly Jacobs Bros. Co., Inc.) : J. E. Woodland, Vice

President & Sales Manager, 1 Main Street, Brooklyn, N. Y.

Erie Meter Systems (Inc.) : L. R. Olsen, Chief Engineer, Box 559, Erie, Pa.

Exact Weight Scale Co.

:

W. A. Scheurer, Vice President, 944 West 5th Avenue, Columbus, Ohio.

R. H. Sanford, S. E. District Manager, Columbus, Ohio.

Fairbanks, Morse & Co.

:

F. E. Townsend, Chief Engineer, Scale Division, St. Johnsbury, Vt.

Dale P. Jacobus, Experimental Engineer, St. Johnsbury, Vt.

J. F. Cruikshank, Sales Engineer, 600 South Michigan Avenue, Chicago,

111. W. C. Gantt, Scale Service Manager, 2010 Lovegrove Street, Baltimore,

Md.

C. A. Hennie, Scale Department Representative, 2010 Lovegrove Street,

Baltimore, Md.

Jebome Kennet, Sales Representative, 2010 Lovegrove Street, Baltimore,

Md.

Gilbert & Barker Manufacturing Co. : J. A. Logan, Manager, New Products &

Patents Division, Springfield, Mass.

Gurley, W. & L. E. : Franklin G. Williams, Washington Representative, 514

Fulton Street, Troy, N. Y.

Hobart Manufacturing Co. : Kenneth C. Allen, Chief Engineer, Dayton Scale

Division, Dayton, Ohio.

Howe Scale Co.

:

Elwood P. Vroome, Branch Manager, 111 Eighth Avenue, New York, N Y.

Willy Jensen, Service Manager, 111 Eighth Avenue, New York, N. Y.

Robert A. Parham, Representative, 28 North Eighth Street, Richmond, Va.
XIV Persons Attending the Conference

Kimble Glass Co. : James J. Moban, Technical Manager, Sales Department, Vineland, N. J. Neptune Meter Co.

:

R. K. Blanchard, Vice President, 50 West Fiftieth Street, New York, N. Y

C. E. Alden, Sales Engineer, 50 West Fiftieth Street, New York, N. Y.

Walter H. Sieger., Engineer, 50 West Fiftieth Street, New York, N. Y.

Newark Scale Works: Gustav Ohaus, Proprietor, 10 Hobson Street, Newark

N. J. Owens-Illinois Glass Co. : J. D. Laird, Supervisor of Specifications, Toledo, Ohio.

Peerless Weighing & Vending Machine Corporation : E. M. Schtemer, Representative, 21-19 Forty-First Avenue, Long Island City, N. Y.

Pittsburgh Equitable Meter Co.

:

H. I. Beardsley, Manager, Oil & Gasoline Division, 400 North Lexington

Avenue, Pittsburgh, Pa.

S. J. Pascual, Manager, Oil Meter Co., National Meter Division, 4207 First

Avenue, Brooklyn, N. Y.

Raymond H. Babge, Engineer, National Meter Division, 4207 First Avenue,

Brooklyn, N. Y.

E. R. Eyler, Sales Representative. 3801 Seven Mile Lane, Baltimore, Md.

Charles H. Obbock, Jr., Sales Engineer, 50 Church Street, New York, N. Y.

J. L. Schumann, Sales Engineer, National Meter Division, 4207 First Avenue, Brooklyn, N. Y.

Robinson Seal Co. (Inc.) : W. M. Robinson, 170 Summer Street, Boston, Mass.

Schirmer-Dornbirer Pump Co. : W. P. Scherwer, President, 1719 East ThirtyNinth Street, Cleveland, Ohio.

Seraphin Test Measure Co. : Theo. A. Seraphin, President, 1314 North Seventh

Street, Philadelphia, Pa.

Service Station Equipment Co.

:

Eric H. Bradley, Chief Engineer, Muskegon, Mich.

Louis G. Close, Manager, Baltimore Division, 2801 Greenmount Avenue,

Baltimore, Md.

Soweigh Scale Co. : O. H. Watson, Chief Engineer, Delavan, HI.

Spinks Scale Co.:

J. M. Spinks, Manager, 656 Mayland Avenue, S. W., Atlanta, Ga.

Robert A. Parham, Representative. 28 North Eighth Street, Richmond, Va.

Standard Computing Scale Co.: W. Tom White, Assistant Supervisor of Sales,

Detroit, Mich.

Streeter Amet Co.

:

Harry M. Roeser, Manager, Sales and Service, 4101 Ravenswood Avenue,

Chicago, 111. C. A. Lindsay, Special Representative, 1305 Euclid Street, Washington, D. C.

Tokheim Oil Tank & Pump Co. : William Louthan, Service Manager, Fort

Wayne, Ind.

Toledo Scale Co.

:

S. Q. Bennett, Manager, Service and Weights and Measures Division, Toledo, Ohio,

H. Warren Hem, Consulting Engineer, Toledo, Ohio.

V. V. Radionoff, District Sales Manager, 807 Rock Creek Church Road,

Washington, D. C.

Triner Scale & Manufacturing Co.:

Felix Jansey, Director of Research, 30 North Michigan Avenue, Chicago, 111. John E. Edgerton, Representative, 1395 National Press Building, Washington, D. C.

Frank A. Lang, Chicago, 111. Wayne Pump Co.

:

C. C. Neale, Manager, Weights and Measures Department, Fort Wayne, Ind.

Harold E. Duke, 4030 North Broad Street, Philadelphia, Pa.

Wood, John, Manufacturing Co. (Inc.) : A. E. McKeever, Manager, Master Duplicator Division, 618 Capitol Avenue,

Hartford, Conn.

Ben L. Beverly, District Manager, Master Duplicator Division, 122 East

Forty-Second Street, New York, N. Y.

Worthington-Gamon Meter Co. : Hubert P. Matte, Research Engineer, 296 South

Street, Newark, N. J.
Persons Attending the Conference xv

GUESTS REPRESENTING ASSOCIATIONS, BUSINESS AND INDUSTRY,

AND RAILROADS

Alton Railroad Co. : R. O. Rask, Scale Inspector, Bloomington, 111. American Can Co.

:

F. F. Fitzgerald, Director of Research, 230 Park Avenue, New York, N. Y.

Henry B. Toubtellot, Assistant General Manager, Sales, 230 Park Avenue,

New York, N. Y.

American Veneer Package Association (Inc.) : Robert W. Davis, Secretary-Manager, 804 Seventeenth Street, Washington, D. C.

Association of American Railroads, Engineering Division: M. J. J. Harrison,

Pennsylvania Railroad, Altoona, Pa.

Baltimore & Ohio Railroad System : E. Kent Lawrence, General Scale Inspector,

Baltimore, Md.

Bethlehem Steel Co. : Harry Marchant, Scale Department Superintendent, Sparrows Point, Md.

Chesapeake & Ohio Railway : H. C. Propst, Supervisor of Scales and Weighing,

Richmond, Va.

Chicago & Northwestern Railway Co : Harry Mayer, Supervisor of Scales and

Work Equipment, 400 West Madison Street, Chicago, 111. Continental Can Co. (Inc.) : William H. Harrison, 11 West Washington Street,

Chicago, 111. Glass Container Association: H. W. Kuni, Secretary and Treasurer, 19 West

Forty-Fourth Street, New York, N. Y.

Gulf Oil Corporation : Carl W. Wolff, Maintenance Superintendent, 1515 Locust

Street, Philadelphia, Pa.

Label Manufacturers National Association : Charles R. Cosby, Executive Secretary, 1700 Eye Street, Washington, D. C.

Lockport Cotton Batting Co. : Richard M. Archibald, Lockport, N. Y.

Millers' National Federation : A. H. Krueger, 847 National Press Building, Washington, D. C.

National-American Wholesale Grocers' Association : M. L. Toulme, Secretary, 60

Hudson Street, New York, N. Y.

National Association of Broadcasters : Arthur Stringer, 1626 K Street, Washington, D. C.

National Canners Association : Carlos Campbell, Director, Division of Statistics,

1739 H Street, Washington, D. C.

New York Produce Exchange: J. B. Paige, Chief Scale Inspector, 2 Broadway,

New York, N. Y.

Pennsylvania Railroad: M. J. J. Harrison, Supervisor of Scales and Weighing,

Altoona, Pa.

Quaker Oats Company : Douglas Kirk, Purchasing Department, 1900 Board of

Trade Building, Chicago, 111. Scale Journal Publishing Co. : Edith G. Jacobs, Secretary, 1703 East EightyFourth Street, Chicago, 111. Soft Fiber Manufacturers Institute : William Magowan, Assistant TreasurerSecretary, 9 Rockefeller Plaza, New York, N. Y.

Southern Railway System: J. N. Todd, Superintendent of Scales, Washington,

D. C.

Standard Oil Company of New Jersey

:

L. L. Kennedy, Superintendent, Automotive and Construction, 500 North

Broad Street, Philadelphia, Pa.

J. W. Saybolt, Sales Manager, 26 Broadway, New York, N. Y.

Tissue Association: Ross A. Fife, Executive Secretary, 122 East Forty-Second

Street, New York, N. Y.

CONTENTS

Page

Officers and committees m

Persons attending the Conference vi

FIRST SESSION—MORNING OF TUESDAY, JUNE 3, 1941

Report of Conference Committee on Fay Stanley Holbrook Memorial Tablet,

presented by R. W. Smith, Chairman 1 The Weights and Measures Officer and the Program for National Defense, by

Dickson Reck, Economist, Consumer Division, Office of Price Administration and Civilian Supply, Office for Emergency Management 2

Directing the Personnel of a Weights and Measures Department, by James

O'Keefe, Sealer of Weights and Measures, City of Chicago, Illinois 7

SECOND SESSION—AFTERNOON OF TUESDAY, JUNE 3, 1941

Address by Lyman J. Briggs, Director, National Bureau of Standards, and

President, National Conference on Weights and Measures 13

Report of Committee on Federal Legislation to Provide Assistance for the

States in Administration of Weights and Measures Laws, presented by

John P. McBride, Chairman, and discussion thereon 16

Activities of the National Scale Men's Association, by Harry Mayer ,President,

National Scale Men's Association 18

Testing Liquefied Petroleum Gas Meter Systems by the Gravimetric Method,

by Charles M. Fuller, Sealer of Weights and Measures, County of Los

Angeles, California 21

Discussion of foregoing paper 25

Air Elimination for Large-Capacity Meters, by C. P. Griffith, Vice President

in Charge of Engineering, S. F. Bowser & Co. (Inc.) 25

Discussion of foregoing paper 32

Vehicle-Tank Piping Design, by Charles H. Engelhard, Superintendent of

Weights and Measures, County of Middlesex, New Jersey 33

THIRD SESSION—MORNING OF WEDNESDAY, JUNE 4, 1941

Appointment of Committees 41

Development of Single-Service Measure-Containers, by C. E. Hawkins,

Sealer of Weights and Measures, City of Springfield, Massachusetts 41

"You're on the Air," arranged and presented under the supervision of Arthur

Stringer, National Association of Broadcasters 44

Report of Committee on Weights and Measures Education, presented by

W. S. Bussey, Chairman, and discussion thereon 45

National Coaference Emblem— A supplementary report of the Committee

oh Weights and Measures Education, presented by W. S. Bussey, Chairman 52

The Manufacture of Precision Glassware, by J. J. Moran, Technical Manager, Sales Department, Kimble Glass Co 54

FOURTH SESSION—AFTERNOON OF WEDNESDAY, JUNE 4, 1941

Report on Testing of Vehicle Scales by the National Bureau of Standards

in Cooperation with the States, by Ralph W. Smith, National Bureau of

Standards 61

Recently Commissioned Vehicle-Scale Testing Equipments:

Remarks of C. L. Klocker, Inspector of Weights and Measures, State of

Connecticut 67

Remarks of Rollin E. Meek, Chief, Bureau of Weights and Measures,

State of Indiana 67

423341—42 2 XVII
xviii Contents

Recently Commissioned Vehicle-Scale Testing Equipments—Continued. page

Remarks of C. D. Baucom, Superintendent of Weights and Measures,

State of North Carolina 69

Remarks of H. N. Davis, Supervisor, Division of Weights and Measures,

State of Vermont 69

Remarks of M. A. Hubbard, Supervisor of Weights and Measures, State

of Virginia 70

Remarks of James O'Keefe, Sealer of Weights and Measures, city of

Chicago, Illinois 70

Remarks of R. W. Smith, Secretary of the Conference, relative to

vehicle-scale testing units of the States of Oregon and Wyoming 70

Weighbeams, by M. J. J. Harrison, Supervisor of Scales and Weighing,

Pennsylvania Railroad 71

Local "Master" Vehicle Scales:

Paper of Louis E. Witt, Sealer of Weights and Measures, city of Milwaukee, Wisconsin 87

Paper of P. J. Hunter, Chief Inspector, Bureau of Weights and Measures, county of Allegheny, Pennsylvania 89

Paper of H. V. Hayman, Assistant Sealer of Weights and Measures,

city of Norfolk, Virginia 90

Platform Overhang of Vehicle Scales, by C. L. Richard, National Bureau

of Standards 92

FIFTH SESSION—MORNING OF THURSDAY, JUNE 5, 1941

Announcements 101

Report of Committee on Specifications and Tolerances, presented by John P.

McBride, Chairman, and discussion thereon:

Section on Measure- Containers 102

Section on Milk Bottles 103

Section on Liquid- Measuring Devices 104

Section on Grease- Measuring Devices 104

Section on Scales 105

Miscellaneous Committee Activities 108

Pattern-Approval Plan 109

Report of Committee on Legislation, presented by Rollin E. Meek, Chairman, and discussion thereon 110

Report of Committee on Methods of Sale of Commodities, presented by

Alex Pisciotta, Chairman 118

Discussion on recommendations for wrapping paper 121

Discussion on recommendation for flour 121

Discussion on recommendation for linseed oil 124

Discussion on recommendations for facial and cleansing tissues and toilet tissues 126

Discussion on recommendation for matches 126

Action on report 126

SIXTH SESSION—AFTERNOON OF THURSDAY, JUNE 5, 1941

Appointment of special committee 129

Differences between "commercial" and "AREA" motor truck scales, and

deflection of vehicle-scale weighbridge members 129

Net weight on limburger cheese 135

Eligibility to wear Conference emblem ^ 139

Interstate trucking of coal 140

Calibration of volumetric standards 142

Tolerances for certain freight scales 142

Glasses for liquor 143

SEVENTH SESSION—MORNING OF FRIDAY, JUNE 6, 1941

Reminiscences, by C. F. Horton, National Bureau of Standards 145

Abstracts of State Reports:

Alabama, R. M. Johnson 151

California, Charles M. Fuller : 152

Connecticut, Carlton L. Klocker 152

District of Columbia, George M. Roberts 152

Florida, Howard E. Crawford 152
Contents Xix

Abstracts of State Reports—Continued. page

Georgia, W. P. Reed 152

Indiana, Rollin E. Meek 152

Massachusetts, John P. McBride 153

Minnesota, Erling Hansen 153

Mississippi, J. M. Dean 153

New Jersey, Joseph J. Rogers 153

New York, John J. Leonard 154

North Carolina, C. D. Baucom 154

North Dakota, A. J. Jensen 154

Pennsylvania, Joseph F. Blickley 154

Texas, W. S. Bussey 154

, Utah, A. C. Todd 155

Vermont, H. N. Davis 155

Virginia, M. A. Hubbard 155

Wisconsin, Louis E. Witt 155

Reports of representatives of State associations of weights and measures

officials 155

Citations by officials of important court decisions in their jurisdictions 156

Report of Committee on Nominations, presented by C. L. Klocker, Chairman, and election of officers 156

Report of Committee on Resolutions, presented by Joseph F. Blickley,

Chairman, and adoption of resolutions^

Appreciation to Director and staff ofthe National Bureau of Standards. 157

Appreciation to those participating in program 157

Appreciation to officials cooperating 157

Appreciation to management of headquarters hotel 157

Appreciation to Committee on Weights and Measures Education 158

Appreciation to National Association of Broadcasters 158

Trading by weight 2 158

Containers for alcoholic beverages 158

Assistance to the States by the National Bureau of Standards 158

Regretting the absence of Barnett Kanzer 159

In memory of deceased members 159

Appreciation to the press and to the Scale Journal 159

Report of the Treasurer, George F. Austin, Jr 160

Unfinished and new business:

Conference expenses 160

Reconsideration of motion relative to National Conference emblem 161

Membership dues 161

Weights and Measures News Letter 163

APPENDIX

Helpful hints for radio speakers 165

REPORT OF THE THIRTY-FIRST NATIONAL CONFERENCE ON WEIGHTS AND MEASURES

SPONSORED BY THE NATIONAL BUREAU OF STANDARDS, AND HELD

AT THE HOTEL MAYFLOWER, WASHINGTON, D. C, JUNE 3, 4, 5,

AND 6, 1941

FIRST SESSION—MORNING OF TUESDAY, JUNE 3, 1941

( In the absence of the President of the Conference, who was prevented by offi- cial duties from opening the meeting, the Conference was called to order at 11 : 05' a. m. by H. N. Davis, Vice President of the Conference.

)

REPORT OF CONFERENCE COMMITTEE ON FAY STANLEY HOLBROOK

MEMORIAL TABLET, PRESENTED BY R. W. SMITH, CHAIRMAN

A portion of the special "Fay Stanley Holbrook Resolution,"

adopted in 1940 by the Thirtieth National Conference on Weights and

Measures, reads as follows

:

Resolved, That this Conference, through a committee to be appointed by the

Chair, procure a suitable memorial plaque to be presented to the National Bureau

of Standards, and to be hung in the office of the Division of Weights and Measures.

The Committee authorized by the resolution was appointed by

Doctor Briggs in June 1940. The personnel was R. W. Smith, of the

National Bureau of Standards, George M. Roberts, of the District of

Columbia, and C. E. Tucker, of California.

At about this same time arrangements had been completed by the

staff of the Division of Weights and Measures of the National Bureau

of Standards for the procurement of a memorial tablet commemorating

Louis A. Fischer, former Chief of the Division ; this tablet was to be

mounted in the Division office. It seemed to your Committee that it

would be appropriate that the Fischer and Holbrook tablets be

mounted side by side, and that in any event the Holbrook tablet should

be similar in design to, and should harmonize with, the Fischer tablet.

Accordingly, your Committee made arrangements with the manufacturer of the Fischer tablet to prepare a drawing for the Holbrook

tablet, embodying the tentative suggestions of the committee. This

preliminary drawing was separately considered by each member of

the Committee, and after some exchange of correspondence a design

was agreed upon. The price of $44 quoted by the company appeared

to be entirely reasonable. Therefore, on August 27, the order was

placed.

On September 30, 1940, the Holbrook tablet was delivered to the

National Bureau of Standards, and was mounted in the office of the

Division of Weights and Measures. The manufacturer's invoice was

forwarded by the Committee chairman to the Conference Treasurer,

and a check in payment was mailed by the Treasurer on October 15,

i
2 National Bureau of Standards

So that the members of the Conference may have the opportunity

of seeing the Holbrook tablet, this has been dismounted and brought

here to our meeting room for the day. [At this point, Mr. Smith

unveiled the tablet, which rested on an easel on the rostrum.]

In order that you may have a mental picture of the appearance of

the Holbrook and Fischer tablets as these are mounted at the Bureau,

a photograph was made of a section of the wall of the office of the Division of Weights and Measures, and this is reproduced on the lantern

slide which you will now see. [At this point, the lantern slide was

shown.]

It is the hope of the Committee that it has discharged its duties to

the satisfaction of the Conference.

(Signed) R. W. Smith, Chairman,

George M. Roberts,

C. E. Tuckeb,

Committee on Fay Stanley Holbrook Memorial Tablet.

Mr. Crockett. I move that the Committee on Fay Stanley Holbrook

Memorial Tablet be discharged, and that we give the Committee a

rising vote of thanks.

(The motion was seconded, the question was taken, and the motion was agreed

to. Conformable to the motion, the Conference expressed its thanks to the Committee by rising at the call of the Chairman.

)

THE WEIGHTS AND MEASURES OFFICER AND THE PROGRAM FOR

NATIONAL DEFENSE

By Dickson Reck, Economist, Consumer Division., Office of Price Administration

and Civilian Supply, Office for Emergency Management

This is a time of national crisis. You all know that, and most

people are conscious of it. I think as the weeks go on they will be

even more conscious of it. It is a time when every American wants

to know just what problems we face, and particularly how he can

most effectively contribute to their solution. I take it that you want

to know how these problems look to us here in Washington, what we

are doing to solve them, and particularly how you, as weights and

measures officers, can fit into the picture. That is a big picture, but

I will try to sketch the outline and fill in with a little more detail those

parts wnich most directly interest you.

First, let's look at the military program. We are procuring the

necessary and essential items for a force of 2,000,000 men, and certain

critical items for 800,000 more. On top of this, we are building a twoocean navy and arranging to be the arsenal and provisioner of England

and other anti-axis countries.

What does all this add up to ? In the calendar year 1940 we spent

4.3 billion dollars on defense, which was only the start. It is estimated that in the 2 calendar years of 1941 and 1942 we must spend

approximately 40 billion dollars upon defense, and the only limiting

factor will be the speed with which we can produce planes and tanks

and ships and other necessary war equipment and supplies.

This, then, is the first big economic problem we face : How to produce the material listed in the military program just as fast as is

humanly possible.
Thirty-first Conference on Weights and Measures 3

How will the military program be felt by the civilian population ? We can already feel some of the effects, and the time is rapidly approaching when it will be quite clear how civilians will be affected.

There are present shortages in some important materials. Aluminum, magnesium, nickel, tungsten, zinc, neoprene, and machine tools

are under priorities control now; copper is being put under at the

moment ; and the use of these materials for production of civilian supplies is being currently curtailed. All metals with the exception of

certain of the precious metals—gold and silver—are on the priorities

critical list, which means that there is serious question as to how long

they can be used without priorities restrictions. For certain other

essential materials such as tin, rubber, and mica, conservation measures are being worked out to restrict their use for civilian purposes.

The production of next year's models of automobiles is to be cut down

at least 20 percent under the peak production of this year's models.

It is clear, then, that some civilians will be unable to buy certain

products and that they will find substitutes offered them for others,

when they go about their day-to-day shopping. On top of this many

consumers will have additional income to spend, either because they

have stepped from the ranks of the unemployed into the ranks of

those who receive regular pay checks, or because they are working

longer hours or getting more per hour.

As over against these factors, we still have millions of men and

women who want to work, but who are unemployed; we still have

ample resources of many important materials ; and we still have, ac- cording to the National Association of Manufacturers and the subcontracting section of the defense contract service, a pool of unused

plant capacity for certain types of production.

What does all this add up to for consumers in the retail market

places ? It is difficult if not impossible to say what will happen in detail, but certain broad conclusions are clear. First, we will definitely

face shortage of certain types of products where the bottlenecks are

simply too severe to be relieved in the near future. Consumers must

go without some commodities and accept substitutes for others. Second, for many other important goods and services which we can

produce by putting our unemployed labor, land, material, and plant

resources to work, we have two possibilities. One possibility is that

we will produce more and meet the increased consumer demand with

goods at the retail markets. The other possibility is that, for various

reasons, prices will rise and the increased consumer money incomes

will be met by higher prices instead of more goods at the retail

counters. Of course, some combination of these two may be realized.

The first solution, of producing more, is obviously the most desirable, for only by increasing the production of civilian goods' as much

as we possibly can, without in any way obstructing the military program, can we protect our living standards. And this is the second

big economic problem facing us. These problems can only be solved successfully through the unified

effort of all governmental and private agencies, and of all the people

in our country. But the President has recognized the need for accepting a special responsibility for the solution of these problems and for

setting up special agencies to cope with them. For this purpose he

has delegated a large share of responsibility to the Office of Emer-
4 National Bureau of Standards

gency Management, and to the agencies set up under this Office. All

of these agencies are working jointly on both the military and civilian

problems, but each has its special responsibilities.

The principal responsibility for the production of the military

supplies rests with the Office of Production Management. The country is relying on this office, the Army and Navy, the workers, managers and owners of the plants, shipyards, and farms producing military equipment and supplies for the successful solution to this first

problem.

The principal responsibility for the protection of living standards

rests with other agencies of the Office for Emergency Management.

These are in particular the Office of Price Administration and Civilian

Supply, the Office of Civilian Defense (which is the new agency

headed by Mr. LaGuardia), and the Office of Defense Housing Coordination. I will speak principally of the Office of Price Administration and Civilian Supply, because a large share of the responsibility for protecting our standards of living has been delegated to this

agency.

In OPACS, as we are familiarly called, there are a number of

divisions, two of which I wish to discuss. Each of these is concerned

with an important phase of the problem. The Price Division has

the responsibility for doing all in its power to keep prices at reasonable levels, so that the pocketbooks of both Government and civilians

will be protected, and also so that the increased money incomes of

consumers will not be siphoned off by higher prices but will serve to

call forth more production, put more men to work, and use more

plants and more of those materials of which we still have plenty.

Price ceilings have been placed on a few strategic commodities, precautionary steps have been taken for some, and the prices of many

other commodities are being watched and studied so that appropriate

action may be taken when and if it becomes necessary.

Second, the Consumer Division of OPACS has the responsibility

of advising the other divisions and agencies on matters affecting the

consumers' interest, and of advising and cooperating with consumers

throughout the country on ways in which they can protect their

living standards and contribute most effectively to the defense

program.

Much of the work of the OPM and the Army and Navy on the

military program, and the work of OPACS on protecting living

standards as represented by the activities of the Price and Supply

Divisions, will typically be carried on at a level where weights and

measures officers and civilians, as consumers, cannot contribute directly. These agencies deal directly with producers, manufacturers,

distributors, and labor unions.

The consumer meets the economic system in the retail market

places. It is there that he must make a large share of his contribution to the defense program. Through intelligent buying he can

contribute to stabilization of prices, and he can conserve essential

resources by choosing the goods that will contribute most to his wellbeing and for which the replacement rate will be the smallest. As

you know, far better than others, he cannot buy intelligently unless

he has precise knowledge of three things, the amount of money he

pays for a commodity, the quantity he receives, and the qualities con-
Thirty-first Conference on Weights and Measures 5

tained in the article. Insofar as he lacks a clear definition of any one

of these factors, just to that extent it is impossible for him to make

his contribution as a consumer to the defense effort.

You have been working for years to see that consumers get the

weight or measure they pay for—to clarify the quantity factor in

price. We in OPACS whose work it is to help consumers exert a

stabilizing influence on prices and to eliminate wastes in buying,

have a common interest with you in your problems. It is here, at the

retail counters and in your communities, where you can make an important contribution to the solution of the emergency problems now

facing us. Some of you have more adequate laws to work within than others,

some of you have more adequate appropriations than others, some of

you have jurisdiction over more types of activities than others, and

the problems of various localities differ. But all of you can make

a direct contribution to total defense through your day-by-day work.

Your immediate responsibility is to broaden and to intensify the

work you have been doing to educate the public in the importance of

your work and in ways in which they can cooperate, and to bring

clearly before the public the problems you face so you can receive the

aid necessary for their solution. Beyond that, you can inform the

proper authorities of the type of work you do so they can call on

you to perform any special tasks which may become necessary in

the future.

I should like to outline for you the activities and plans of the

Consumers Division which may touch your work, and to make certain

concrete suggestions for cooperative effort. We expect shortly to

have several regional field people at work. These field representatives will act as advisers to consumer representatives or committees

of the State and local defense councils and to all groups concerned

with consumer problems, and they will be available to cooperate with

all agencies such as the weights and measures departments, which

serve consumersIn a bulletin "Check Your Weights and Measures," issued by the

Consumer Division, we have recommended that consumer groups sponsor a 4-point weights and measures program in their community

:

First, that consumers work to get the model State law on weights and measures

adopted in their State; that the weights and measures department be charged

with the responsibility for enforcing State laws regulating advertising and selling

practices ; that weights and measures officers be authorized to check prepackaged

merchandise ; and that weights and measures departments support the effort to secure legislation which will require standard containers.

Second, that consumers ask for an appropriation of at least 6 cents per capita to

provide for personnel and enforcement activity.

Third, that consumers see that their weights and measures department provides

inspectors to supervise the use of weights and measures instruments as well as to

check their accuracy.

Fourth, that consumers encourage their weights and measures departments to

extend and intensify their educational work so as to bring consumers into close

cooperation with the departments.

As we build up our field force, we will be in a better position than

we have been thus far to cooperate with your departments and consumer groups in working toward the accomplishment of such a

program.

Now, I would like to make some concrete suggestions for your consideration :
6 National Bureau of Standards

First, that if you have not already done so, you immediately get in

touch with your State or local council of defense and find out how you

can tie in with their work. If these councils follow the organizational

pattern suggested for State and local councils, they will have consumer

representatives or committees whose problem it is to cooperate with

public agencies providing consumer services and with State and local

consumer groups, and to represent the consumer in the deliberations

of the council. Where the defense councils have such representatives

they are your natural points of contact, and you should find them your

allies.

Second, our field representatives will be instructed to get in touch

with you. To begin with, we will not have many, so we can't get in

touch with all of you at once. They will also be in touch with the

State and local defense councils. When they call on you, we hope that

you will discuss your problems with them so that they will understand

them and be able to cooperate effectively with you and put you in touch

with consumer groups who can tie in with your efforts.

Third, we suggest that you intensify your educational work. Consumers are becoming more conscious of their problems with every passing week. We think you will find them more receptive and more eager

to learn of your work than you might have a few years back. You

need their help and they certainly need yours.

Most consumers feel ashamed or "cheap" about questioning weights

and measures. It is your responsibility and ours to help them overcome this feeling and to make them ask questions. I remember asking

one consumer who had been "shamed" by a clerk when she questioned

the weight he had given her, if she was also ashamed to count her

change in front of the clerk, and then suggested it was her responsibility to check her weights and measures just as carefully as she counted

her change. The next time she insisted, and apparently with good

effect, for after two or three such episodes, the store put a scale near the

cash register so their customers could check-weigh their purchases if

they cared to.

Our field representatives will also be glad to cooperate with you and

with consumer groups in efforts you may care to make to get weights

and measures programs on the radio. They will be in touch with any

consumer programs that are given and may be able to help you get a

hearing by this medium.

In this educational work, we urge you to pay particular attention

to low-income consumers. In our work around the country with

trade-union groups and settlement houses, we have found that when

we ask them generally about consumer problems, one of the things

they almost inevitably mention is weights and measures, and they are

very much interested in it. I am certain that many of your difficult

problems are in low-income districts where coal is bought in small

quantities and where many dry groceries are bought by the nickel's

worth instead of by the pound. These must present difficult problems

for you, but you should be able to get the cooperation of the settlement houses and, as they become more aware of their problems of

spending, of the labor unions and Negro groups.

Fourth, we urge you to intensify your efforts to obtain uniform

weights and measures regulations throughout the country ; to adopt

nationally effective specifications for weighing and measuring equip-
Thirty-first Conference on Weights and Measures 7

ment ; to push hard in your drive for Federal legislation to standardize containers; and finally to work to get uniform weights and measures regulations throughout the country. Doctor Briggs made a

strong plea to you for uniform regulations at your Conference last

year. I want to underline his comments with special reference to

the present emergency. The horse and buggy days are gone. The

telephone and radio, the airplane and train, have made us an indivisible whole. In this emergency we must have a unified and efficient

nation. We have too much to compete with to do anything else. We

can not afford the luxury of pointless individual initiative that lowers

the efficiency of our plants and, by allowing confusion to continue to

exist in the markets, condones wasteful consumer buying. We count

upon your whole-hearted effort to standardize the standards.

Another point which I would like to mention and to emphasize is

that none of us can tell what the future holds. We don't know and

we can't tell in Washington, and I do not think anybody can in your

communities, what kind of work you may be called upon to do next

year or the year after. The point I want to make is that if you keep

in touch with us, with our field representatives, and particularly with

your State and local defense councils, where you have them, you will

know what is going on. The people who have the problems to solve

will know what kind of work you are doing and will be able to call

on you to fit into whatever programs develop. I know that during

the last war, weights and measures officials were called upon to do

work that was not strictly weights and measures work, due to the fact

that they were in close contact with the markets and the retail outlets.

That may happen again. It is not in sight now, but if you keep

in touch with the right people, you will be in a position to make the

most contribution.

Fifth, and finally, in ,finishing I would like to start something.

As a beginning of what I hope will be a period of closer cooperation

between weights and measures officers and the Consumer Division of

the Office of Price Administration and Civilian Supply, I would like

to invite any of you who are interested, but especially your Committee

on Weights and Measures Education, to visit our office and sit down

with the chief of our consumer relations staff and me to discuss ways

in which we can cooperate to help each other and consumers make

their contribution to national defense.

The Chairman. Mr. Reek's address has certainly given us something to think about in the coming months. I am sure that weights

and measures officials will want to do, and will do, their part in this

crisis which confronts us. DIRECTING THE PERSONNEL OF A WEIGHTS AND MEASURES

DEPARTMENT

By James O'Keefe, Sealer of Weights and Measures, City of Chicago, III.

I have been requested to use as my subject this morning "Directing

the Personnel of a Weights and Measures Department." On February 13, 1935, Mayor Kelly appointed me as Inspector of Weights and

Measures of the city of Chicago, and the only instructions he ga^e

me were to prosecute dishonest merchants without fear or favor.
8 National Bureau of Standards

I presume our problems are the same in smaller communities as

well as in the larger cities. New York and Chicago, with their great

population, may have a few more problems, but the inspectors, the

public, and human nature in general are the same, whether they work

on "Main Street" in the smaller town, Broadway in New York, or

State Street in Chicago.

From a survey in Chicago, there are about 500,000 housewives who

make purchases every day, and the cheating average per day is 10

cents, or $50,000; which every 20 days would amount to $1,000,000

and, as someone said, "that is an awful lot of lamb chops and cauliflower."

In Chicago, we have 40 employees whose work is divided into

several classifications. Some of these men test all of the scales

throughout the city, some test the gasoline pumps, and the shoppers

investigate all of the retail stores in the city to see that the merchants

are giving honest weight.

The men assigned to the produce market inspect every shipment of

produce arriving in Chicago by rail or truck in the South Water

Market. It might interest you to know that 3 years ago I opened

up a branch office at the market, and an inspector is kept at the teamtracks as carloads of potatoes, onions, etc., are being unloaded. The

first year we found a shortage of 586,000 pounds in potatoes which

were coming into Chicago in so-called 100-pound bags which only

contained from 80 to 95 pounds of potatoes, the rest being dirt and

shortweight. We make them rebag all shortweight potatoes right at

the railroad now, and we OK the shortage claims of the commission

merchant on the shipper. During the first 3 months of this year 583

cars were unloaded, and the shortage was only 710 pounds—quite a

difference from 3 years ago.

The men working on coal pick up loads promiscuously on the street,

check the weight and the kind, grade, and size of the coal to see that

the purchaser receives what he has ordered.

We, of course, make drives at different seasons of the year. From

September 1 to April 1, 1 increase my personnel on coal. Then, from

April 1 to June 1, 1 take some of the teams off of coal and put them on

peddlers. In May we add one or two more teams on shopping of gas

stations.

Two inspectors are assigned for 3-month periods, twice a year, to a

testing plant I have set up to test all fuel-oil meters and tanks delivering fuel oil in Chicago. We have a list in our office of all such tank

wagons, and these meters are tested twice a year. We also have every

gas station listed and the number of pumps contained thereon. These

pumps are tested twice a year and a fee of $2.00 charged. We keep a

daily record so that at the end of 6 months we can tell our inspectors

which pumps they have missed, so they try not to miss any.

Our inspectors travel in pairs for the purpose of corroborative evidence when a case comes to trial. Each inspector is provided with a

star, an ordinance book, an instruction manual, a receipt book, seals,

condemned stickers, warning notices, and arrest books. The arrest

books contain 50 arrest notices in triplicate, and each slip bears a serial

number. When an inspector discovers a violation, lie issues the original copy of the arrest slip to the merchant, the duplicate copy with the

report of the investigation is turned in to the office, and the triplicate
Thirty-first Conference on Weights and Measures 9

copy remains in the book. Every month all inspectors must turn in

their arrest books for the purpose of being checked upon. This system,

I think, eliminates any possibility of an inspector having a change of

heart after he once decides that a merchant really has committed a violation, and also prevents any tampering with the tickets by someone

other than the reporting inspector.

Shopping stores is the same old story day in and day out, just an

"honest mistake"—but the honest mistakes are always made in favor

of the merchant. These men and women inspectors are just human

beings and are all subject to the same temptations and abuse, and in

the last nearly 7 years in office my men and women have found out

that no one will back them stronger than I, and no one will fire them

quicker for dishonesty. I do not believe in the old adage "it takes a

thief to catch a thief."

Some time ago I found that two of my men had taken $2.00 from an

old baker for a slight violation. I would have fired them, but they

were advanced in years and had served nearly 20 years under civil

service. I suspended them for 2 weeks—that amounted to $95.00 in

salary for each inspector, or $190.00 for taking $2.00 ; that was a lesson

for all of them, and I think we have a splendid, clean department. Our

temporary employees are paid $160.00 per month and the civil-service

employees are paid $190 per month, and we have a fairly happy family.

Coal is one of our biggest problems. A few years ago we were having considerable trouble with coal being trucked in from mines 50 to

100 miles from Chicago with only a mine ticket being delivered to the

consumer. There were about 1,200 tons per day being trucked in,

which would have eventually put the Chicago coal merchants out of

business. In Chicago, we have an ordinance providing that a certified

public weighmaster's ticket must be delivered with every load lot,

showing the gross, tare, and net weight of the merchandise. This

weighmaster must be licensed and bonded by the City of Chicago.

These boys hauling coal in from the mines could not give a Chicago

weighmaster's certificate unless they drove into Chicago, dumped the

coal off their wagons, weighed their wagons empty, and then put the

coal back on the wagon and weighed the whole load on the same scale

and that is just exactly what the United States Supreme Court here in

Washington said they had to do to insure the people of Chicago the

proper weight. This was, of course, too expensive a procedure, so the

trucking in of mine coal has stopped in Chicago.

In 1940 my department made 109,651 inspections, 13,344 investigations, and prosecuted 329 violators whose assessed fines amounted to

$5,355. In one case, we found a baker 1 ounce short on every loaf

of bread. It seemed like a very small shortage, but he put out 30,000

loaves per day. Therefore, this 1 ounce per loaf would have amounted

to 1,875 pounds a day—nearly 1 ton of bread. At a considerable

cost to him we made him change his entire pan system to rectify

this matter.

We collected in fees nearly $75,000 per year. Every seal that is

placed on a scale, gasoline pump, meter, or anything else under the

jurisdiction of our department is numbered and every number is ac- counted for in our office. The men doing this work turn in all monies

collected daily, for which they receive a receipt. At the end of the

month, each inspector's collections are totaled and compared with the
10 National Bureau of Standards

total collections made during the corresponding month of the previous year. In this way, we can find out whether or not an inspector

is falling behind in his daily receipts. All in all, it is a big job in a

large city and we are doing the best we can.

Now, going back for just a moment to inspectors and the personnel of a weights and measures department, I think the personnel

and the morale are built up by the individual who heads that department. If he is dishonest or wishy-washy, so are his employees. If

they see he is of forceful character, honest and sincere in his work,

backing up his inspectors and not fixing cases which his inspectors

may have spent many hours in building up but instead helping them to

the limit to bring these cases to successful prosecution, there is no doubt

in my mind that these inspectors will, within a short time, give the

best they have. Of course, on the other side of the picture, an inspector must also be checked at times to make sure that he is not

persecuting merchants because he has some personal grudge against

the merchant or some clerk working in the store. We insist that they

be courteous at all times and under all circumstances avoid arguments.

When a merchant is argumentative about a violation that the inspector thinks is not great enough to send to court, we give the merchant

a slip requiring him to come in to our office and discuss his case. We

can convince him that he is wrong in our own yard better than we

can in his, and if he doesn't come in, we go out and get him.

One of the finest things that has happened, and I think one of the

most helpful things in the conduct of weights and measures work since

these National Conferences have been held these last few years, is the

exchange of ideas among the different directors around the United

States who have met each other here and have formed valuable friendships. Not only do we exchange ideas, but we also advise each other

that certain firms in our respective cities are violating the law in the

nature of false labeling, false packing, and many other ways. In

this connection, I extend my thanks to Dr. Briggs, Kalph Smith, Mr.

Pisciotta, Mr. Kanzer, Mr. Bussey, Mr. Fuller, Mr. Kogers, Mr. McBride, and Mr. Baucom.

We have exchanged many ideas and corrected many evils, and I

say again that I think one of the most valuable results that has come

out of these yearly Conferences is this exchange of information, and

I hope it will be carried on to an even greater extent.

Secretary's Note.—Following his paper, Mr. O'Keefe displayed to the Conference some interesting exhibits, illustrating certain improper and fradulent

practices discovered and corrected by his department. These included a can

only partially filled with beer, the shortage having been the result of a mechanical failure associated with the filling machine ; a 14%-ounce piece of

lead which had been used to increase the weight of poultry ; a piece of elastic

material found beneath a scale, and used in that position to cause the scale

to underregister in buying operations ; a "ten-cent" package of a well-known

brand of face powder, repacked by a concern other than the original packer,

the contents of which was such that, as compared with the regular "dollar"

package, the cost of the powder to the purchaser of the small package was

more than three times the cost when bought in the regular package; and a

5%-ounce piece of paper which a clerk was about to put on a scale preparatory

to "weighing a piece of meat. He also mentioned a package of confection with

an abnormally large space reserved for a toy, reporting that a new and smaller

package, with a greatly reduced "toy space," was about to be substituted for

the deceptive package as a result of action taken by the Chicago department.
Thirty-first Conference on Weights and Measures 1

1

The Chairman. That completes the forenoon program. Has the

secretary anything to say?

Mr. R. W. Smith. With your permission, Mr. Chairman, I wish to

make a few general announcements at this time.

Word has been received from a number of our members who have

found it impossible to attend the Conference this year, although

the}^ had originally made plans to be present; these men have written me, specifically asking that their greetings be extended to the

meeting. I have received word from Mr. Hammon, of Idaho, that

his plans to attend were disrupted by reason of the illness of his

wife. The same word has reached me from Mr. Chandler, of Virginia. Mr. Tucker, of California, wrote that press of duties at the

last moment made it impossible for him to come. Mr. Waldman, of

St. Louis, has written that circumstances have made it impossible

for him to be present. All of these gentlemen wish the Conference

to know their regret because they cannot meet with us. On the table near the exit door you will find from day to day

mimeographed copies of the papers and committee reports which are

presented to the Conference. This service, which was inaugurated

last year, seemed to please the Conference, and accordingly we are

doing the same thing this year.

I wish to mention specifically that the report of the Committee on

Specifications and Tolerances has been available since the meeting

opened this morning. I would suggest that the members of the Conference get copies of that report for study so that when the report is

presented they will know in advance the recommendations which the

Committee proposes to make.

(Additional routine announcements regarding registration, a meeting of the

officers of the Conference, and other matters were also made.)

(At this point, at 12 : 10 p. m., the Conference took a recess until 2 : 00 p. m.)

SECOND SESSION—AFTERNOON OF TUESDAY, JUNE 3,

1941

(The Conference reassembled at 2: 00 p. m., A. J. Jensen, Vice President of the

Conference, in the chair.)

The Chairman. As you know, Dr. Briggs was absent this forenoon

when he was scheduled to deliver his opening presidential address.

Dr. Briggs is here this afternoon, and I am sure his is one talk

which each and every one of us wants to hear.

ADDRESS BY LYMAN J. BRIGGS, DIRECTOR, NATIONAL BUREAU OF

STANDARDS, AND PRESIDENT, NATIONAL CONFERENCE ON

WEIGHTS AND MEASURES

Mr. Chairman and gentlemen of the Conference, it is a pleasure,

indeed, to welcome you to this, the Thirty-first National Conference

on Weights and Measures, and to note the presence of many members

who have come long distances despite the pressure of their official

duties—duties which have been enhanced in many instances by the

exigencies of the defense program. The thorough inspection of

weights and measures and the wise administration of weights and

measures laws impose an added responsibility on all of us at this

time when industry and commerce are doing their utmost to carry

the increased burden of the national defense program.

Personnel changes in our Conference membership made it necessary to modify some of the committees as announced at our last

meeting. Following the retirement of J. J. Levitt, of Illinois, from

weights and measures regulatory work, V. D. Campbell, of Ohio, was

appointed to succeed Mr. Levitt on the Conference Committee on

Legislation. It will also be recalled that at the last National Conference, it was officially reported that Frank L. Hammon, of Idaho,

had retired from weights and measures work. Accordingly, C. E.

Tucker, of California, was appointed to replace Mr. Hammon on the

Conference Committee on Assistance to the States. I am happy to

report that Mr. Hammon has resumed his duties as Director of the

Idaho Bureau of Weights and Measures.

With the completion of the program of vehicle-scale testing in the

State of Utah, the Bureau brought to a close in 4% years the "5-year"

country-wide program begun in November 1936. This testing program has been carried out without exception in every State not provided at the time with an adequate vehicle-scale testing equipment of

its own ; and, in addition, a number of jurisdictions were visited which

had in operation special testing equipment.

The successful adherence to the original plan of operation has been

gratifying, and has been made possible by the splendid cooperation

of the State and local officials with whom the Bureau personnel

worked. The effectiveness of this cooperation will be appreciated

when it is recalled that in numerous instances there were no active

423341—42 3 13
14 National Bureau of Standards

weights and measures organizations, either State or local, to carry

on the program. Nevertheless, in these instances cooperation was

provided by some existing State organization which realized the importance of the service that the Bureau was prepared to render and

accordingly assigned members of its staff to accompany the Bureau

unit.

I think it is only just to state, and I am very happy to state, that

much of the credit for the successful and uninterrupted progress of

the vehicle-scale testing unit from State to State should be given to

Messrs. Horton and Crouch, who were selected for this service by Mr.

Holbrook and who have operated the unit continuously since it was

put into service. Weights and measures officials from many States

have voluntarily written to us commending in the highest terms the

work of these men. I might add, parenthetically, that Mr. Horton

and Mr. Crouch will now be on duty in Washington, where they will

help Mr. Smith.

The primary purpose of the vehicle-scale testing program was to

stimulate the procurement by the various States of adequate equipment of their own for the uniform testing of wagon and motor-truck

scales. The Bureau is gratified that the testing program has been

productive of this desired result in many cases and that plans even

now are under way in some other jurisdictions for the purchase of

special equipment for this purpose.

For the coming year it is not planned to keep the vehicle-scale

testing unit in operation except for the testing of scales in the vicinity of Washington that are owned by the Federal Government. The

unit will be used, however, in connection with a special study of

vehicle scale weighing in which the Bureau master vehicle scale will

also be utilized.

Some of the States have been unsuccessful in obtaining equipment

for testing vehicle scales despite the urgent need for such equipment,

as shown by the vehicle-scale survey. If any of these agencies feel

that a more extended survey of vehicle-scale conditions in a particular State would be helpful in securing the necessary equipment,

the Bureau will be glad to entertain such a request. These re- quests should present somewhat detailed plans for the work that is

desired, and should be filed during the present calendar year.

The Bureau cannot commit itself at this time to carry out new

surveys, but will be glad to give the matter careful consideration.

The primary purpose, as before, would be to assist State Governments in obtaining equipment for this work. The Federal Government cannot undertake to relieve a State of its responsibility for

the routine testing of vehicle scales, and the Bureau testing program

cannot be continued indefinitely. The resurvey would be made for

the purpose of directing attention a second time to the actual condition of the vehicle scales in a particular jurisdiction. It is probable that the Bureau will find it necessary to limit the personnel

assigned to the unit to one man, thus making it essential that at least

one, and probably two, State inspectors should be assigned to duty

with the Bureau unit throughout its stay in the State.

As announced in the May issue of the Weights and Treasures News

Letter, a new plan has been adopted with respect to the sealing of

class A standards of mass. It has heretofore been the practice to
Thirty-first Conference on Weights and Measures 15

use a steel die to mark class A weights of the larger denominations

to show that the weights have been found to conform to class A

requirements. This procedure had one objectionable feature—there

always existed the possibility that the gold plating might be cut

through during the stamping operation. To avoid this, negotiations

are now under way with manufacturers of class A weights regarding a system of identifying symbols and numbers which can be placed

on these weights before plating just as the denomination is now

stamped on the weight. These identifying characters will be included in the Bureau's certificates, thus definitely associating the

certificate with the particular weight to which it refers.

A drastic curtailment of Bureau funds in 1933 made it impossible

for the Bureau to continue its practice of sending a representative

to State conferences dealing with weights and measures. An item

to restore this service was included in the estimates of the Department of Commerce a year ago, and your special committee ably

supported the proposal before the Bureau of the Budget. While

your committee was given a friendly and attentive reception by

the Budget authorities, the item was not included in the Budget

recommendation to Congress. Under present circumstances, it seems

to me inadvisable for the Bureau to pursue the matter further. Despite this situation, I am happy to state that the Bureau believes

it will be possible to renew these old relationships in part. The

completion of the current phase of the vehicle-scale work will release

travel funds that can be used for this purpose. The Bureau has

recognized the handicap of not being in closer touch with the problems of weights and measures as encountered in the field, and is

happy now to be able to look forward to a closer association with

weights and measures officials.

The Weights and Measures News Letter, inaugurated with your

approval at our Conference last year, has met with a very appreciative response. Eight numbers have been issued during the year.

The success of this venture rests upon your cooperation. Our Secretary must have the news in order to write the Letter. Some of the

States have been very cooperative and helpful in sending in items

which have been of great interest to all the members of the Conference. From others we have had little or nothing. Please re- member that the problems you encounter and the decisions that

you make in your jurisdiction are likewise of interest to the other

members of the Conference. I think the News Letter can be made

very helpful, and I earnestly request that you send to the Secretary the information needed for that purpose.

Gentlemen, these are strenuous days. I regret very much that

demands on my time of which I had no warning at the time this

Conference was planned will compel my absence from the Conference

during a considerable part of the meeting. For example, a hearing

was called on very short notice for this morning, before the Committee on Interstate Commerce of the House of Representatives dealing with a matter of great importance to the Bureau, namely, the

support of funds for basic research. Basic research provides a

foundation for new industries. As soon as this emergency is over

most of the men now engaged in the production of munitions are

going to be out of jobs. Consequently, there will have to be a tre-
16 National Bureau of Standards

mendous readjustment of employment, and it is important that we

should, so far as possible, work out now some means of providing

employment at that critical time. Furthermore, I believe that after

this war our country will be confronted with the most intense industrial competition from overseas that we have ever known. Unless we

can provide those things that are made abroad as cheaply as our competitors can, our markets and then our employment will suffer. So

I am very anxious to see that every possible step is taken toward

providing new industries which will manufacture new things that

people will want in addition to what they already have. That is the

foundation of prosperity, that is what will give our people employment, and this bill which is under consideration deals with that

situation.

There will be another meeting of this committee tomorrow, and I

also have a meeting of the Structures Committee of the National

Advisory Committee for Aeronautics, which also is entrusted with

tremendous responsibilities at this critical time in connection with the

advancement of our airplane program. So that if I am not with you

in person, I am confident that you will accept my statement that I

am with you in spirit.

The Chairman. We thank you from the bottoms of our hearts,

Dr. Briggs, for this splendid address, and you may be assured that

we are always with you both in heart and in spirit. We realize the

hard task that you have before you. We shall excuse you ; but whenever you have even a few minutes to spare, we want you to be with

us.Dr. Briggs. Thank you very much.

The Chairman. Dr. Briggs has spoken about the work done by the

Bureau Vehicle- Scale Testing Unit. I think it has been a wonderful

education for every State ; we are getting more weight conscious and

we are realizing the importance of using more test weights. In North

Dakota this year we have sent out two new testing units each with

six 1,000-pound weights and 1 ton of 50-pound weights and with two

men to each truck. We have also commissioned a large unit for calibrating truck tanks and transports. This came about through the

work of the National Bureau of Standards ; if it had not been for the

Bureau many of us in the different States would still be testing large

scales with only a few test weights. I want to give credit to Dr.

Briggs and to the Bureau for this advancement in the standards of

our weights and measures profession.

I shall now yield the chair to Dr. Briggs.

(At this point Lyman J. Briggs, President of the Conference, assumed the

chair.)

REPORT OF COMMITTEE ON FEDERAL LEGISLATION TO PROVIDE

ASSISTANCE FOR THE STATES IN ADMINISTRATION OF WEIGHTS

AND MEASURES LAWS, PRESENTED BY JOHN P. McBRIDE, CHAIRMAN,

AND DISCUSSION THEREON

I wish to say at the outset that your Committee has no hesitancy in

confessing its disappointment at the results accomplished, which you

have already heard in part in Dr. Briggs statement in relation to this

activity. We are aware that these are difficult days, and your Com-
Thirty-first Conference on Weights and Measures 17

mittee was restrained by that fact from adopting some of the courses

of action which it had in mind.

To the Thirtieth National Conference on Weights and Measures was

presented your Committee report, which savored more of hope than

accomplishment.

On June 3, 1940, the day before the convening of the last Conference,

your Committee met with Major Jones, of the Bureau of the Budget,

setting forth the purposes of and the necessity for this aid. The matter appeared to be well received, and it was our expectation that the

Bureau of the Budget would favorably agree on an appropriation

item in the 1942 budget covering our proposal.

The National Bureau of Standards included in its 1942 appropriation schedule an item of $11,000 to cover this matter, and this item

was sanctioned by the Department of Commerce. The figure set by

the Committee was $25,000, but this was not intended to be an arbitrary

figure, and the matter of amount was left to the discretion of the Bureau. The amount of $11,000, or even $25,000, certainly is not an

exorbitant amount, and the Committee confidently expected that it

would be passed by the Bureau of the Budget.

The Committee members wrote to the Bureau of the Budget, presenting arguments in favor of the proposition. However, before final

preparation of the budget certain other exigencies arose in relation

to national defense, and the amount was deleted from the National

Bureau of Standards budget by the Bureau of the Budget. This left

as our only avenue of procedure the introduction of this item through

the Appropriations Committee or from the floor of the Congress.

The Committee weighed the wisdom of this procedure, and finally

concluded that the deletion was not a reflection on the merit of the

request but was due to a concentration of expenditures on the immediate purposes of national defense, and decided that it would be better

to refrain from promoting legislative activity.

In its original concept, this matter of Federal aid was much greater

than our proposal, but even this small amount appeared to be out of

line with Federal economy. The desire for this extension of cooperative assistance is sincere, and in the opinion of the Committee is not

wholly out of line with current needs and national defense, and it is

with regret that we report no success. It is the recommendation of this Committee that this matter be kept

alive and advanced at some more opportune time.

This is the final report of your Committee. We wish to thank Dr.

Briggs for his time and his assistance in arranging an appointment

before the Bureau of the Budget so that we might personally present

the proposition which we had in mind.

(Signed) John P. MoBkide, Chairman,

J. A. Meek,

Rollin E. Meek,

Charles C. Read,

W. P. Reed,

C. E. Tucker,

Committee on Federal Legislation to Provide Assistance for the

States in Administration of Weights and Measures Laws.

The Chairman. Is there any discussion of this report?

Mr. J. G. Rogers. It seems that this is a matter which should not be

dropped. Weights and measures has a very difficult and a very serious
18 National Bwreau of Standards

part in the defense program as we see it in New Jersey, and I believe

the same condition exists in other States. The whole defense program

is based fundamentally on weights and measures ; we are not going to

build a battleship or a gun or anything else in which the elements of

weights and measures do not enter. This makes it all the more surprising that the small amount of $11,000 was not sanctioned. I believe

that if we contact our representatives in Congress we may be able to

have this included in the next budget. I think the people should do

this out of a sense of duty, because this extension work that the Bureau

proposes to do is necessary. There is no reason why there should be 12

or 15 States active in weights and measures work, others in which the

work is only about 50 percent done, and others where there is nothing

done at all.

m The Chairman. The emphasis, of course, is being placed very specifically on defense matters now. However, if it is your desire not to

drop this matter, I shall be glad to include the item again in our estimates for next year ; I am leaving that matter to you to decide.

I assume that Mr. McBride's report is accepted, and that at the

proper time you will consider whether or not you wish to do anything

further along this line.

ACTIVITIES OF THE NATIONAL SCALE MEN'S ASSOCIATION

By Haery Mayer, President, National Scale Men's Association

The National Scale Men's Association, which has honored me with

its presidency, and which you have honored by inviting its nominal

head to address you at this time, has just celebrated its silver anniversary. Our Association includes about 400 men involved in what we are

pleased to term "the sweating end of the scale business." We represent

those who fill the gap between the distribution system and the public

you serve, and we justify our usefulness by holding the brunt of re- sponsibility for the practical operation of weighing machinery at the

standards of quality you find acceptable.

In meetings of this kind, and on this kind of subject, speakers are

inclined to cite items of prideful historical interest relating to the

origin and existence of bodies, and announce in booming tones inspiring hopes for the future. A precept of the scale man's craft is to leave

the past to the historians and the future to the prophets. And, if you

please, what little I have to say will deal only with current events.

That stubbornly narrow attitude may result in dull subjects of conversation or platform orations, but it produces sharp scales, and that,

my friends, epitomizes the entire history, and the future of my Association.

A general subject on which speakers become inspirational where

representatives of groups of allied interests gather is that of cooperation. Scale men shrug off easily the words of such. They have not

come off well in allowing their single-purpose, practical minds to

take for granted that vehement declaration of intent denotes sincerity

of devotion to following a course. Not much of that has happened between your organization and mine certainly, and for very practical

reasons. You have certain things to do and we have others; and

except within narrow boundaries where the two fields of activity
Thirty--first Conference on Weights and Measures 19

overlap, opportunities for practical cooperation do not exist. I will

cite one in which realization of the purpose requires your active and

sympathetic consideration, and bring to you the assurance of my

people that we can and will cooperate toward an achievement of great

practical consequence.

The object of this comment is National Bureau of Standards Handbook H22, Specifications, Tolerances, and Regulations for Commercial

Weighing and Measuring Devices. That document is one with which

all of us, theoretically at least, have plenty to do. Presumably, you

use it as a basis of judgment whether scales are good enough to meet

public requirements, and we use it to determine whether we have made

them good enough. The section on scales covers 33 pages of text

and an up-to-date version contains many interpolations approved by

your Association since the handbook was published in 1937. The subject matter is resolved into specifications for design, workmanship,

and construction, and tolerances on quality of performance.

Scale men do not concern themselves much with the specifications.

Generally speaking, the minimum requirements are far below those

established nowadays by reputable manufacturers, and the extent to

which they cover the field is insufficient to make them an effective tool

for a man who needs a scale or who has to build or repair one. The

concern of scale men, in general, and on this occasion, mine in particular, is with the requirements for performance, or the tolerances.

To sharply focus ideas, suppose for the moment that comment be

restricted to the tolerances applicable to one class of scale only,

namely, vehicle scales. That restriction is especially apt, since

vehicle scales are now, and, in your proceedings of the past few years,

have been scathingly crucified for their shortcomings in performance.

My purpose has not to do with the justice of the crucifixion, but

rather the manner in which Handbook H22 prepares the cross. On the tolerances applicable to vehicle scales, the subject matter

in Handbook H22 occupies in the aggregate approximately 2y2 pages

of text, and by actual count 18 sets of circumstances, any one or

more of which may affect the application of the rules. Wordy

language in quasi-legal style compound the difficulties of comprehension. The simple fact is that the majority of weights and measures men find Handbook H22 as incomprehensible as do scale men.

The effect is to stifle the practical utility of a well-intentioned work,

and indeed, to make of it a dead letter—as much so as if it had never

been written.

This topic has been considered by my Association many times,

and by formal resolution the facts have been deplored, the general

tone being that we dislike seeing our betters held in contempt, and

that in pursuing our business we need something to back up against

where a common understanding may be reached by those with whom

we have to deal; namely, the general public and the weights and

measures authorities. We are not destructive critics. On this occasion, I bring to you our idea of a tolerance on vehicle scales, as

expressed in a formal resolution adopted by our 1940 convention, and

The tolerance on vehicle scales in service shall be 2 pounds per 1,000 pounds

of applied load of standard test weights, but not less than the value of the

smallest graduation on the indicating element.
20 National Bureau of Standards

ask in the name of the National Scale Men's Association that all

the subject matter in Handbook H22 on vehicle-scale tolerances be

discarded for the statement just read.

Another phase of tolerance application that has been repeatedly

considered by our members is the practical necessity of a tolerance

at zero load. This is a matter of secondary importance, perhaps, in

other than automatic-indicating scales, to which class this comment

may be especially directed. Consider an automatic-indicating scale,

a dial scale, with 1,000 graduations on its face. Your tolerance code

in Handbook H22—J-la(2) is the paragraph reference—provides

that the tolerance at any load shall be not less than the value of one

of the smallest graduations. Thus if the dial face is graduated

1,000 by 1 lb, the tolerance shall not be less than 1 pound for any

load. For 10-pound load the tolerance is 1 pound ; for 1-pound load

the tolerance is 1 pound; indeed, for every graduation on the dial

except the one at zero, a graduation leeway on either side is given

the position of the indicator. At one mark, and one mark only

the zero graduation—the indicator is required to hit infallibly on

the head. Our Association is largely of the opinion that weights

and measures officials cannot justifiably flaunt the laws of nature

boldly thus, and that paragraph B-21 of the Handbook should be

specific on the point of allowable natural variation in the positioning

of the indicator of an automatic scale.

Finally, on the subject of Handbook H22, you will be interested to

learn that on the occasion of our annual convention in St. Paul last

February a committee was authorized to translate Handbook H22 into

the language of the scale man's craft. We recognize the well-intentioned merit of this digest of your work, and we are determined that

its value shall not be lost to our members. I would not have you

miss the significance of that last statement. My duty to our members is to use this opportunity for enlisting your cooperation; but,

they would hold me remiss if at the same time I did not say to you

that we are resolved to make of Handbook H22 a code of rules useful

to us, whether we get cooperation or not.

After using so many words telling you about yourselves, perhaps

I should become a bit more specific about us. As stated in my introduction, our Association has just celebrated its silver anniversary.

The occasion of the twenty-fifth birthday was used to reorganize the

activity of the Association in a manner intended to spread participation in the development of the basic science of the craft more widely

among the working membership, or, in homely language, to put the

affairs of the Association in the hands of the man behind the nose

iron. Consequently, our present structure is something like it never

was before, and perhaps in painting the picture we should use a wide

brush over the details.

Time is running out, and I shall be brief. Our membership now

comprises 14 committees of which 13 are assigned to study and develop certain more or less sharply defined branches of the art. By

title, these committees are: Railway and Industrial Track Scales;

Highway Vehicle Scales; Built-in, Self-Contained, and Portable

Scales ; Counter Scales ; Grain Scales, Automatic and Hand-Operated

;

Automatic Indicating and Recording Railway and Industrial Scales

;

Automatic Indicating and Recording Scales, Other than Large Capac-
Thirty-first Conference on Weights and Measures 21

ity; Pits and Foundations; Weighing Practices, Scales Used for

Transportation and Labor Charges; Weighing Practices, Scales Used

for Purposes of Barter; Corrosion Prevention; Construction Materials; Welding and Heat Treatment.

Thus you can see we have bit ourselves off something to chew, so

much that even at the robust age of 25 years we shall need sympathetic cooperation in achieving our ends and patient tolerance for

our mistakes. For this opportunity to lay facts before you, and for

the generous allotment of your valuable time in listening to their

authorized voice, I want to express to you the hearty thanks of every

member of the National Scale Men's Association.

The Chairman. You have heard Mr. Mayer's paper and recommendations. Is there any discussion?

The Chair would suggest to Mr. Mayer that he present to the Secretary of the Conference, along with the recommendations made in

his paper, any other recommendations from his Association; I am

sure they will be very sympathetically considered and will be referred

to the proper committee for consideration.

TESTING LIQUEFIED PETROLEUM GAS METER SYSTEMS BY THE

GRAVIMETRIC METHOD

By Chables M. Fuller, Sealer of Weights and Measures, County of Los Angeles,

California

Last year we discussed the measurement of liquefied petroleum gases

under several headings: Physical properties; instruments for commercial measurement; measurement problems of the distribution industry ; and contemplated methods of testing meter systems for accuracy of measurement delivered to the buyer.

At that time, I described two proposed types of testing units for use

in the field. These must be portable so that they can be readily

moved from place to place, and the meters must be tested as used so

as to make sure that the entire installation is correct. This creates

an entirely different problem from that of a laboratory method where

the testing unit is stationary, the downward displacement of water

is used to keep the liquefied gas under pressure, and the meter, only,

is tested for accuracy. It is obvious that a meter, no matter how

accurate it may be, cannot deliver full measure if installed in a faulty

system that allows vapor or air to pass through.

One contemplated testing unit was of the volumetric type, utilizing

a tank, shaped something like a mushroom, with a large chamber below for the liquid, a connecting column and a gage glass between,

and an accumulator chamber above for the vapor. The other proposed unit made use of the gravimetric or weight method.

We had in mind building one outfit that would combine both methods, but found that would not be practical. The weight and bulk of

the volumetric unit was too great for transportation and use on a

portable scale of the required sensitivity. Therefore, we built a

gravimetric outfit, as there appear to be many reasons why this offers

more accuracy, with a smaller number of variables to be considered,

than the volumetric type. The latter might seem to be more direct

at first consideration, until such problems arise as : Vaporization taking place in the unit under certain conditions of pressures and tern-
22' National Bureau of Standards

peratures; condensation under other varying conditions; changes in

the capacity of the tank under different pressures ; and differences in

level of the liquid in the tank and in the column gage glass on account

of the effect of outside temperature on the column glass.

However, we are planning to build an outfit of the volumetric type,

which will have an insulated, jacketed, reflex gage glass. We will

then be able to make comparative tests at the same meter installations,

and arrive at definite conclusions regarding the relative merits of

these two methods.

By following the illustrations, you will get a clear understanding

of our outfit and its operation. Figure 1 shows the method of mounting on a scale and trailer. The scale is set in the floor of the trailer.

It is provided with a drop lever which removes all weight from the

pivots when not in actual use. It has a capacity of 1,000 pounds, a

50-pound beam with 4-ounce graduations, and is sensitive enough to

show 1 ounce under a full-capacity load through the use of an arrow

indicator for exact balance.

The tank is constructed of heavy gage steel, the heads being of

-inch thickness and the shell X

5

F inch, to withstand a pressure of

250 pounds. This is strong enough to provide for the testing of*

propane, a necessary provision, as there is every reason to believe

that most of the available butane may be used in the near future in

the manufacture of aviation gasoline for the Government, and that

propane will be sold in the commercial stations. A thermometer

well is set in the fill line for taking the operating temperature of

the liquid. This thermometer well is made of brass and is filled

with kerosene for the purpose of better contact with the thermometer.

An electric motor and pump are used to return the liquid to

storage after the test is made. The motor is explosion-proof, is

wired for 220 volts, and can be operated at 110 volts through the

use of an adapter switch. The pump is especially made for handling liquefied gases and has a capacity of 50 to 60 gallons per minute.

All fittings, piping, elbows, etc., are of extra-heavy malleable iron

to withstand a 300-pound pressure. The brass valves are of special

construction, pressure type. The hose connections are of synthetic

rubber, with a wire woven in which accomplishes the purpose of a

grounded connection, and made for use with liquefied gases.

Figure 2 shows the specific gravity kit in use, with the sampling

line connected to the operating fill line. The arrow indicator for

balancing the scale is also visible.

Figure 3 shows the pressure gage, vapor-return connection, thermometer, and pressure-relief, or safety, valve. There is also a

10-percent valve which does not show above the rim.

One end of the specific-gravity kit is illustrated in figure 4. The

vacuum flask in the foreground, used for testing the samples for

specific gravity, contains a stirring rod, a low-temperature thermometer, and a special hydrometer. Its operation will be described

later.

We are now ready to make a test. In order to secure uniform

conditions, 50 gallons are run into the test tank, and then returned

to storage. This serves the purpose of charging it with vapor and

equalizing the temperature.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 1. — Testing outfit, showing method of mounting on scale and trailer.

A, vapor return line; B, scale drop lever: C, sample valve; D, thermometer and well; E, fill connection

and valve; F, bleeder valve; G, electric motor; H, pump; /, discharge valve; J, pump suction line.

D

Figure 2. — Testing outfit, showing connections, specific gravity kit, and electric

motor and pump.

A, arrow indicator for scale balance; B, sampling line; C, specific gravity kit; D, scale drop lever.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 3.— Testing outfit, overhead view, showing pressure gage, thermometer, and

connection for vapor return line.

A, thermometer; B, pressure relief or safety valve; C, pressure gage; D, vapor return connection.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 4. —Specific-gravity kit, showing wire cage in thermos for thermometer and

hydrometer.

A, stirring rod; B, low-temperature thermometer; C, fill pipe; D, exhaust pipe; E, hydrometer; F, wire

cage; G, fill control valve; H, connection to sampling line.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 6.— Testing liquefied petroleum-gas meter installations in the field.
Thirty-first Conference on Weights and Measures 23

The hose connections are disconnected and a tare weight made

of the tank. It is again connected to the meter which is operated

until a delivery of 50 gallons is indicated. The operating temperature is taken at the half-way mark of 25 gallons. When the run

is completed, the hoses are disconnected and the gross weight taken.

We are then able to compute the net weight of the delivery.

The sampling line is attached to the specific gravity kit. Figure

5 shows this device. The chamber on the left contains a U-tube

filled with calcium chloride. When air is forced through this, it is

completely dried and there is eliminated any moisture which might

otherwise form on the thermometer or hydrometer in the sample

flask and affect their accuracy. This is an improvement on the

original kit, which was described last year. The silvered vacuum

flask in the center of the kit contains a long coil of soft copper

tubing. The remaining space in this flask is packed with C02 or

"dry ice."

The sample flask, shown on the right, is precooled by allowing

it to be filled with some of the liquefied gas which first flows slowly

through the coils in the silvered flask. The stopper in the top of

the flask is left open during this process. The stopper is then

closed, the rubber tube from the sample flask is placed in the silvered

cooling flask and, by pressing the bulb, dry air forces the liquid

back to the other flask, where it forms a cooling bath with the

"dry ice." This makes a better contact with the copper tubing

and cools the test sample to a temperature of from 75° to 80° F

below zero, where it is stable at atmospheric pressure.

The test sample is now allowed to slowly pass through the coils

and into the sample flask which is filled to the immersion mark on

the thermometer. A stirring rod insures even distribution of temperature. Several successive readings of the hydrometer and thermometer are made. By means of prepared charts, these readings

are converted to the weight per gallon of the liquid at the operating

temperature of the 50-gallon test run.

We have made comparative tests of the accuracy of this method

of obtaining specific gravities with the latest picnometer methods

used in the laboratories of the oil companies, and we find that the

results obtained check in every particular. Now that we have the

weight of a gallon of the liquefied gas as it was measured through

the meter, and the net weight of the delivery, a simple division gives

us the actual amount delivered.

Figure 6 shows the outfit being operated in the field. It is easy to

operate and positive in results, so do not allow the length of this

discourse to mislead you into thinking that there is anything difficult

about it. In appearance the liquefied petroleum gas-meter system

looks just like one of our ordinary meter systems for gasoline, but it

has one feature which most gasoline systems do not have, namely, a

"dead-man control," so that if anything should happen to the operator

the pressure on the valve immediately closes it and shuts off the flow

of the liquefied gas. The illustration shows one of the inspectors

with the gravity kit and the other operating the line from the meter

system.

You will find that a great many of the dispensing systems pump

against pressure, without a vapor return line, in making deliveries to
24 National Bureau of Standards

fuel tanks. Others still retain vapor returns. Our tests must be

made in accord with the normal operation of each individual system.

If a vapor return line is used, the system should be tested with that

connection made to the outfit and the meter set so that a full delivery

will remain in the tank at the end of the run.

This brings up another problem when a system operates part of

the time against pressure and part of the time with a vapor return.

In this case, we believe that the meter should be set to deliver when

pumping against pressure, and that an allowance should be made to

the purchaser when a vapor return is used, to compensate for the

amount which flows back to the storage tank in the form of vapor.

A number of formulas have been worked out for computing this

amount. Two of them are appended to this paper for further consideration. They are, of necessity, somewhat complicated and re- quire quite an amount of figuring.

In drawing up specifications and regulations for measuring devices

used in the purchase or sale of liquefied petroleum gases, care must be

taken that they do not conflict with safety codes issued by industrial

accident commissions. Much of our present code for liquid-measuring devices can be adopted, or modified, for this purpose. Sections

will have to be added to cover items which are peculiar to this type

of equipment and its use, such as dip pipes, column-gage glasses, and

vapor-return credit. On account of the nature of the commodity

handled, I believe that it will be necessary to provide somewhat more

liberal tolerances than are specified under our present code.

The use of liquefied petroleum gases is rapidly expanding. Service

stations are installing and using outfits to meter this product from

storage tanks into the fuel tanks of passenger busses, transport trucks,

and other automotive equipment. California production last year

was over 89 million gallons.

Extended tests are being conducted and, by the time of the next

National Conference, we should have enough data available to intelligently draw up for your consideration a complete code of specifications and tolerances.

Secretary's Note.—As an appendix to Mr. Fuller's paper, the following data

were submitted:

References:

Bulletin TS-392, Tentative Specifications and Tentative Standard Methods of

Test for Liquefied Petroleum Gases. Published by the California Natural Gas

Association, 510 West 6th Street, Los Angeles.

Handbook of Butane-Propane Gases. Published by Western Gas, (Western

Business Papers, Inc.) 1709 West 8th Street, Los Angeles.

Hydrometers:

1. Specific gravity scale 0.580 to 0.600 ( 60° F/60° F) (for propane).

2. Specific gravity scale 0.600 to 0.620 ( 60° F/60° F) (winter mixtures).

3. Specific gravity scale 0.620 to 0.640 ( 60° F/60° F) (summer mixtures,

Butane).

Scale length : 2 to 3 inches.

Diameter of Stem : %6 to V± inch, O. D.

Hydrometer length : 6 to 8 inches.

Thermometer:

Temperature range 0° F to —75° F.

Scale divisions 1° F.

Scale length 2y2 to 3% inches.

Immersion 4y2 inches.
Thirty-first Conference on Weights and Measures 25

Vapor Return Credit:

Proposed formulas for computing amount to be allowed purchaser when a

vapor return line is used without the meter being set to compensate for

same

:

Formula 1:

Gallons delivered to vehicle tankX (vehicle-tank pressure +14.7) =gallong

7.0 X (vehicle-tank temperature +460)

Formula 2:

Gallons delivered to vehicle tankX (Pi+14.7) . 7.0X (Ti+460)

outageX (Pi+14.7) outageX (Ph+14.7)

==gfl11n„ <, 7.0X(!Ti+46O) 7.0X (r2 +460)

sauoub.

Pi == Pressure on vehicle tank at start of loading,

P2 =Pressure on vehicle tank at finish of loading,

Ti=Temperature of vapor in vehicle tank at start of loading,

iZ^Temperature of vapor in vehicle tank at finish of loading,

Outage=Volume of that portion of vehicle tank above the liquid, after loading, expressed in gallons,

14.7=Atmospheric pressure (sea level),

460—Number of degrees Fahrenheit from "absolute zero" to 0° F.

DISCUSSION OF FOREGOING PAPER

The Chairman. Mr. Fuller, when transporting the equipment is

the load removed from the knife-edges of the scale ? Mr. Fuller. By means of the drop lever, all weight is removed

from the knife-edges of the scale during transportation of the

equipment.

Mr. Witt. After the liquefied gas is dispensed from the meter

system into the supply tank of a truck, must this be kept under pressure, and are special tanks required?

Mr. Fuller. These tanks must be of very heavy construction so

that they will withstand the pressure necessary to keep the liquid

from vaporizing. About 250 pounds pressure is required. I may add

that in California, liquefied petroleum gas is used to a tremendous

extent on freight transports and passenger busses and is being used

on some passenger cars. One man is even using liquefied petroleum

gas as fuel for an airplane and is getting splendid results.

The Chairman. The use in the East is largely as fuel for heat,

is it not?

Mr. Fuller. I believe that is so at the present time, but I think,

from what I hear about the numerous advantages of using it as motor

fuel, that the use of liquefied petroleum gas will undoubtedly spread,

so that many officials will be called upon to test liquefied-gas dispensing systems just as we are in California. Of course, if one tries to

test such a system with an ordinary 5-gallon field standard, the hose

many be inserted in the standard and the valve opened, but not a

drop of liquid will reach the bottom of the bucket.

AIR ELIMINATION FOR LARGE-CAPACITY METERS

By C. P. Griffith, Vice President in Charge of Engineering, S. F. Bowser & Co.,

(Inc.)

The problems involved in air eliminators for use with large-capacity

meters vary a great deal for different types of installations, and I

have concluded that consideration of types of installations might be
26 National Bureau of Standards

the most helpful thing we could do in the short time we have for this

subject today.

I first want to offer a few general comments in regard to the subject, and then we will have some lantern slides showing some equipment and some installations and endeavor to point out the problems

involved. I realize that this presentation will be elementary to some

weights and measures officials and to meter men present, but it is my

hope that I can make it helpful to those weights and measures men

who have not had an opportunity to become familiar with the problems involved.

This subject has been given very careful consideration on the. part

of meter manufacturers for many years. I remember, away back in

1913, on the first day of my employment with the company with

which I am still associated, the chief engineer of the company invited me to make a trip through the factory with him, and one

piece of equipment that was in production in one department was

new to me. I asked about it and was told that it was an air eliminator for use with meters in the petroleum industry. This was my

first contact with air eliminators, and I mention it only to show that

these devices are as old as meters themselves. The air eliminators

are to a very large extent manufactured by the meter manufacturers,

and this is as it should be, as it tends to make the meter manufacturers completely responsible for the satisfactory operation of a particular installation.

It is, of course, well recognized that modern meters will measure and

indicate any air or gas passing through them exactly the same as they

do for the liquid passing through them, and in view of this, suitable air

eliminators must be provided to ensure accurate meter performance.

The most difficult problems for air eliminators are the installations that

include power pumps, and for this reason I will confine my remarks to

installations that include pumps.

The development of air eliminators has always been an interesting

research problem. In our own laboratory we have made models of

glass, or if this is impractical because of the size of the unit, we use steel

containers having a number of glass windows so that we may observe

exactly what is taking place inside the unit while under actual operation. We have found in this manner that with some air eliminators

we did actually separate the air from the liquid, but due to a turbulent

flow inside the unit, this air was again mixed with the liquid and passed

on out with the liquid and on through the meter. Constructing the

units of glass enables us to correct such conditions.

The size of an air eliminator for a particular installation is in some

cases all out of proportion to the size of the meter it is to protect. In

other words, you may find it necessary to provide a 6- or 8-inch air

eliminator to protect a small meter because of the particular installation conditions. This situation makes it necessary to carefully analyze

each installation to determine exactly what is required to ensure accurate meter operation.

Meter manufacturers have found it necessary to manufacture a number of types of air eliminators, as well as a number of sizes of each type,

in order to handle the great variety of installation conditions that are

encountered. There are, of course, many installations that will operate highly satisfactorily with an air eliminator of the most simple type,
Thirty-first Conference on Weights and Measures 27

but there are others requiring a much more elaborate device and one

much more expensive. This brings in the question of economics, so

about the only practical plan to follow is to analyze the particular

installation and furnish the equipment that will ensure accurate meter

performance.

Meter manufacturers recognize the necessity of adequate air eliminators, as satisfactory meter performance on many installations is impossible without the proper air eliminator. We have learned the hard

way that air-eliminator performance is as important as the meters

themselves in securing accurate meter operation.

Notwithstanding the progress that has been made in this direction, if

we get a report of inaccurate meter performance today, the first thing

we do is to carefully analyze the installation from the standpoint of air

elimination, and many times faulty air eliminators are found to be

responsible for the trouble. I don't want to leave the impression that

the problems are insurmountable by any means, but I do want to

emphasize the fact that different installations present a variety of

problems.

The air that must be separated from the liquid is in some cases very

intimately mixed with the liquid and this entrained air is difficult to

separate from the liquid. We have also the problem of free air to contend with. This is easier to handle than entrained air, but with some

types of installations, some of which will be illustrated later, the large

volume of free air becomes exceedingly difficult to handle.

Figure 7 is an air eliminator in about its most simple form. It consists of a pressure receptacle having inlet and outlet connections; a

simple baffle is interposed between the inlet and outlet. Air is separated in this particular air eliminator by gravity only. The size of the

receptacle must be such as to slow up the velocity of the liquid to such

an extent that the air has a chance to separate from the liquid. The

simple baffle shown here is omitted in other types of air eliminators

and much more elaborate baffles substituted for it. In some cases

the interior construction is so arranged that a centrifugal motion of the

liquid is set up as an aid to gravity separation. The internal construction of these units is highly important from the standpoint of air

separation.

The air, after being separated from the liquid, rises to the top of the

receptacle, and all air eliminators are provided with some means of

exhausting this accumulated air. On this drawing we show a simple

float-operated vent valve; in fact, most air eliminators employ some

type of float-operated air-vent valve. The design of this valve is important. It must be of ample size to exhaust all the air that the pump,

or pumps, will deliver when the source of liquid supply is exhausted,

and do so without creating any pressure at the outlet of this

receptacle.

It is obvious that pressure in these receptacles must be reduced to

zero gage pressure when only air is entering; if not, the meter will

continue to run and air will then pass through the meter, resulting in

a false indication of delivery.

Another important feature in the design of such float-operated vent

valves is the pressure at which they will open. This drawing shows

a lever of the first class. You probably will not find an air eliminator

on the market having the simple construction shown. These float
28 National Bureau of Standards

levers are compounded, usually so that a float, while weighing only a

few ounces, will open a valve poppet of about 1-inch diameter under

a pressure of from 50 to 75 pounds per square inch in the receptacle.

The disposition of a vent line from the air exhaust of these air eliminators is a matter of some interest to weights and measures officials.

Perhaps the best solution of this problem is to run this vent line back

to the top of the tank that is the source of supply ; however, in many

cases this is impractical because of the distance involved. On some

installations the vent line is connected to the meter discharge line.

This is satisfactory only if the discharge line is very short, such as in

A, Float-operated vent valve ; B, outlet ; C, inlet.

Figure 7.—Simple form of air eliminator.

the case of a gravity meter on a truck tank. It is obvious that with a

long meter discharge line having this vent line connected into it, ac- curate meter operation is impossible. I saw installations some years

ago having this vent line connected into the pump suction line. This

is definitely bad practice and should not be tolerated. When this

is done you cannot exhaust the air and, in fact, you have no air eliminator at all. In many installations this vent line exhausts to the atmosphere adjacent to the air eliminator. This is entirely satisfactory

from a weights and measures standpoint, but it must be recognized

as a fire hazard.

Figure 8 illustrates another type of air-vent valve which I will call

a "power-operated vent valve." The float as shown operates a small

pilot vent valve. The air exhausted through this pilot valve acts on

a plunger which opens the large poppet. This construction makes it

V
Thirty-first Conference on Weights and Measures 29

possible to open the large poppet with a small, light float. Poweroperated vent valves of this, or a modified design, will be encountered

on large air eliminators in some cases.

Figure 8.

"Power-operated" vent valve on air eliminator.

In this connection, I can say without fear of contradiction that inadequate air eliminators are usually found to be inadequate from the

standpoint of air separation and not because of their inability to

exhaust the air that has been separated from the liquid.

AIR ELIMINATOR PUMP

Figure 9.

Pump-operated meter installation—supply from aoove-ground tank.

Figure 9 illustrates perhaps the most simple of pump-operated

meter installations. It will be observed that the pump suction comes

423341—42 4
30 National Bureau of Standards

from an above-ground tank, and there is no air whatever to contend

with until the contents of the tank are exhausted. In such installations, the air eliminator, and in fact all air eliminators, should, of

course, stop the meter when the liquid supply is exhausted, and when

the supply is replenished the next delivery through the meter must be

accurate. I have shown this installation because of its simplicity, and

any device worthy of the name air eliminator will handle such installation entirely satisfactorily.

The installation illustrated in figure 10 is similar to the previous

one, except that the pump suction comes from an underground tank.

Unless you happen to have a leak in the suction line you have no air

TANK

Figure 10.

Pump-operated meter installation—supply from underground tank.

to contend with until the liquid supply is exhausted, and at that time

you have about the same situation to contend with as is illustrated in

figure 9. This installation is simple, and the simple types of air

eliminators will handle it satisfactorily.

Figure 11 is a plan view of an interesting and difficult water-terminal installation. You will not encounter many installations of this

type, but we do have them to contend with. Only one pipe line is provided for any one liquid, and this pipe line will vary from 4 to 12

inches in size. Gasoline is received from barges and stored in large

above-ground storage tanks. Sometimes the storage tanks are elevated and gasoline may go out of this bulk plant by gravity or may be

pumped out when the supply in the storage tanks becomes low.

It will be noted that meters are used for tank-truck loading only.

The important and difficult thing about this installation from tne

standpoint of air elimination is the situation that develops if loading

a truck tank while a barge is unloading, or immediately thereafter.

The barge pumps may fill this whole pipe line with air, and only a

first-class air eliminator will protect the meters on this type of installation. It will be observed that the potential air-elimination problem
Thirty-first Conference on Weights and Measures 31

here is altogether different and much more complex than that of the

rather simple installations shown in the previous illustrations.

TANK CAR FILLING

Figueb 11.

Water-terminal meter installation.

The final illustration (fig. 12) represents an actual installation that

was difficult to handle. The drawing shows in elevation a bulk terminal consisting of facilities for filling tank cars and truck tanks. The

tank-car filling arrangement consisted of an 8-inch pipe, about 1,000

feet long, elevated above the top of the tank cars with a number of takeFigure 12.

Tank-car and truck-tank meter installation.

off valves so that a number of tank cars could be spotted at one time.

At the end of the 8-inch line, opposite the pumps, a 3-inch line dropped

below ground level and then ran along about 50 feet and into an air

eliminator and meter for filling truck tanks.

The filled tank cars were taken out of this plant at night and re- placed with empty tank cars that were to be filled the next day. This

8-inch pipe when filled with gasoline was recognized as a definite fire

hazard when switching tank cars in and out, and, to avoid this hazard,

it was the regular practice to drain this 8-inch pipe every night. If

they filled tank cars the next morning before they filled truck tanks,

the air condition would not be particularly difficult, but if they filled

truck tanks first, as they frequently did, the air-eliminator problem
32 National Bureau of Standards

was a very complex one. When filling a truck tank the first thing in

the morning a tremendous amount of air must be exhausted from this

system.

I have no hesitation in saying that this particular installation at

the time represented a challenge to us, and we used it as a proving

ground for air eliminators. The problem was eventually solved, and

the particular design that came out of this experience is incorporated

as one of our standard types and is now available in a number of

sizes.

I have now shown some illustrations of simple installations and some

more that are very difficult to handle. We, of course, have to contend

with these and many others which we will make no attempt to show

at this time. I trust that I have been able to show that different

installations present entirely different problems.

In conclusion, I would like to offer one comment. This Conference

has set up a reasonable tolerance on large-capacity meters. I believe

the design of meters has now progressed to a point where this tolerance

could be reduced as far as the meters themselves are concerned. However, we have no tolerance requirements on air eliminators themselves.

It would be difficult, if not impractical, to attempt to write such specifications. As the situation stands todav, the allowable tolerance on

large-capacity meters not only includes errors in the meters, but it also

reflects air-eliminator errors, and when we take into consideration the

complexities of the many types of installations we must conclude that

present tolerances on large-capacity meters should not be reduced, for

the present at least.

DISCUSSION OF FOREGOING PAPER

Mr. Boyle. In our examination of meters we have found that in 50

percent of the cases the air eliminator rather than the meter was the

cause of the inaccuracy in the delivery. Also, in the examination of

air chambers we have found the floats either entirely collapsed or

partially filled with water, which caused them to sink instead of to

float on top of the liquid. I wish to ask Mr. Griffith if any thought

has been given to the metal or to the design of the float in order to

correct such conditions.

Mr. Griffith. In any air eliminators with which I am familiar

defective floats should not affect meter accuracy, because a defective

float on the air vent of an air eliminator would simply leave the vent

open at all times, and the air eliminator would be exhausting all the

air.

Mr. Baucom. I think the crux of Mr. Griffith's paper is that air

eliminators for all meter systems should be able to eliminate the maximum air-pumping capacity of the pumps, and I think that such a

requirement should be incorporated in our specifications to make it

unnecessary for the meter to take care of eliminator errors or imperfections. In that way we could reduce the tolerance for largecapacity meters.

Mr. Griffith. I do not think the problem is as simple as that. I

know that in the last two installations which I illustrated the problem was not air pumped by the pumping units. Particularly in the

last installation it was the operating practice to drain the big meter

every night, and that produced a large amount of air to be taken care
Thirty-first Conference on Weights and Measures 33

of when the system was started the next morning, Also in the other

installation, where barges were being unloaded, the problem was stripping the barge tanks ; the barge pump fills the line with air, and thus

there is a tremendous amount of air to be taken care of at the next

operation. It seems to me that it is a rather simple matter to make

an air eliminator to take care of air as fast as pumps will pump air,

but the real problem arises when we get a condition where we have

an accumulation of air.

The Chairman. We shall be glad, Mr. Griffith, to have your suggestions regarding modifications which you think are desirable in our

regulations, and I am sure that Mr. Smith will be glad to transmit

these to the proper committee for consideration.

VEHICLE-TANK PIPING DESIGN

By Charles H. Engelhard, Superintendent of Weights and Measures, County of

Middlesex, New Jersey

Things are not always what they seem. All too often we. come across

a beautifully streamlined oil truck, attractively painted and with many

chromium handrails and gadgets ; yet when we come to calibrate the

capacity of the compartments and test the meter, we find that in more

ways than one it is a "device which lends itself to the perpetration

of fraud."

Shall we say that this is definitely due to the intent of the owner to

get the better of the customer ? I would say that in most cases the man

who buys such a truck is just starting in the fuel-oil business ; he has

seen someone else make money at it and wants some for himself. He

knows little or nothing about the business and the vehicle-tank salesman sells him a bill of goods.

We have seen competitive vehicle-tank salesmen get their contract

signed by telling the prospect that instead of a 6-valve job he will

furnish an 8-, 10-, or 12-valve job for the same money. The purchaser

assumes he is to get more for his money from this salesman, and when

it arrives, he has bought himself a "device which lends itself to the

perpetration of fraud", a device which the alert weights and measures

official sees through and condemns, a beautiful-looking job that can't

be used in trade.

The novice is told that he will be furnished not only a tank truck

piped and valved so that he can deliver into the customer's storage

tank, but one which will permit him to suck out of it any dirty oil as

well. But how many fuel-oil dealers have occasion to clean out a

customer's tank? Would one-half of one percent cover the requirements ? And how many dealers would want to contaminate the entire

system with one client's dirty oil or muck? Some dealers say that

this "service" is part of their stock in trade ; that they clean out the

customer's tank before the heating season starts. Fine ! I'm in favor

of it. But I don't want someone else's muck pumped into my storage

tank. Besides, no dealer who values his equipment will allow this

muck to get into the normal system for oil delivery.

But that's what the oil man bought, and what happens? Modern

valves are well made. When closed, they do not permit liquids to

pass through them. But foreign matter can and does get under the

seat of a disk valve ; a gate valve may be scored on either disk or face
34 National Bureau of Standards

or both by hard foreign matter. And much depends on the valve,

especially a by-pass valve. Once the pump has delivered oil through

the meter, that oil belongs to the customer. The customer is entitled

to get every cubic inch of liquid that has been metered. It's his. He

has paid for it—or will. There must be no means of permitting any

part of the oil once metered to go any place but to the customer's

storage tank. No intent to defraud may enter into the transaction,

and yet the customer can be shorted by by-pass valves. Let's take

a look at the scrupulously honest dealer, the merchant who realizes

it's hard to get business and does everything he possibly can to retain

it.

When the strictly honest dealer sends out a truck equipped with bypass valves, he is putting temptation into the hands of his driver. He

also takes the chance of having his customer realize that his oil bills

are too large and that he should try another dealer ; and away goes a

hard-won customer, the dealer himself having profited nothing and

yet having lost.

This clean-out-the-customer's tank hookup is usually a permanently installed line connecting the normal discharge line to the

suction side of the pump. By inserting the hose nozzle with appropriate extension into the customer's storage tank, the pump will

suck from the tank. The normal discharge from meter to hose reel

is valved off at such a time, what was normal suction now becomes

discharge, and another series of valves must be respectively closed

and opened. What a mess ! And after the job is done, this one job

of suction as against several hundreds or thousands of delivery, the

driver proceeds to close some and open other valves and the next

customer gets the accumulated muck which lies in the system.

If all valves are not tightly closed, there is trouble. Liquids

would much rather go through the by-pass valve to the suction side

of the pump (since nature abhors a vacuum), than go against the

resistance of a group of ells, tees, valves, a hundred feet of hose,

and a nozzle. And since it has already passed the meter, the

customer owns that oil.

Or take the other side of the picture. When the normal cycle is

resumed after the reverse system has been in use, an improperly

closed or damaged valve between pump discharge and hose reel will

permit unmetered oil to go direct to the customer's storage tank.

Since it hasn't passed through the meter, the dealer won't collect

for it. For again in this case, the liquid would rather seek the path

of least resistance and go to the hose direct rather than crawl against

added resistance, through a series of ells, fittings, strainer, air eliminator, automatic trip valve, and meter. And the dealer wonders why

he can't get out of the truck the gallonage he puts into it, and

promptly condemns the meter.

There is a cure for these evils. Permit no permanently installed

piping to conduct oil, which has been metered, to any place but to

the hose reel or other discharge. If and when the customer's tank is

to be cleaned out, why not just connect a garden hose to an outlet

from the suction side of the pump? And a hose connected to the

pump discharge can then be used to pump the sludge and muck

into a barrel. A subsequent 5-gallon flushing of this short section

with clean oil will again leave the entire system clean.
Thirty-first Conference on Weights and Measures 35

There are some other items on vehicle tanks that will bear looking

into. What about indicator studs fastened to dome covers? When

compartments are to be cleaned out, the manhole covers are removed

from all compartments, and when they are put back, they may, intentionally or otherwise, be changed around. Then the finger-setting

sealed by the official will show more or less than the rated capacity.

The cure ? Enforce the obligation of the tank manufacturer that the

indicator stud be permanently affixed to the shell, not to the removable dome cover.

Again, the matter of the adjustable finger on the stud. All too

often we find a finger merely drilled T% inch and sliding over a

inch stud. The manufacturer naively tells us that if we seal through

the stud and the finger, the finger is sealed. And in every case to

date, I have demonstrated that I can raise or lower the finger without

breaking the seal. If I'm buying, I'll raise it; if I'm selling by the

compartment, I can lower it. We in New Jersey never seal an indicator unless it is threaded or, what amounts to the same thing, the

finger is welded to one of the jam nuts.

Another matter is the lack of a spring-loaded check valve at the

nozzle. This is especially necessary when the system is equipped with

a predetermine-set device. The shut-off occurs at the meter. The

driver takes his sweet time about shutting off the pump and eventually he shuts off the valve at the nozzle itself. If a hundred feet

of hose on a down grade is stretched from truck to customer's storage

tank, the next customer who may have an installation requiring only

a few feet of hose will certainly take a licking. The first 5 or 7

gallons pumped and metered will go to fill the hose to the nozzle.

A matter which will also bear watching is the safety-valve question.

We lay down hard and fast rules as to compartments being calibrated

with line capacities not included. And yet we have no rule forbidding the control of safety valves in tandem ; that is, to open the safety

valve of one compartment, we must by the very nature of the installation open the safety valves of all compartments. What difference does it make? Well, suppose we concentrate on a multiplecompartment truck, number one compartment of which holds 150

gallons, and the other compartments of which hold much larger

quantities. After making one or more deliveries of larger quantities,

we come to a client who needs, or can pay for, only 150 gallons.

Before delivery of his gasoline is made our client climbs up on the

truck and finds that the gas does not touch the indicator by an inch

or more. Right away he squawks that we are a bunch of gyp artists

and broadcasts it to all and sundry. As a matter of fact, when we

made the very first delivery, we pulled the safety valves on all compartments, and that apparent deficiency of gas is now in the line. I

say that if the the safety valves are not individually controlled, we

should include the line capacities in our calibrations.

And speaking of safety valves, a little piece of foreign matter

under the seat of a valve will permit the lines to fill during loading

and then we are told that the loading-rack meter is wrong. Might it

not be a good idea to make it general that lines be included always?

Of course, the safety valves must be closed while the truck is in

transit. If an accident should occur and the lines be sheared off, what

was in the lines would be spilled but not much more. We have
36 National Bureau of Standards

calibrated compartments with safety valves closed, lines not included.

And the very next time the truck was loaded, a compartment held 4

gallons more than rated capacity. Why ? During* our test, the safety

valve did close and hold. But during the emptying process, a chip

of iron scale was flushed on to the seat of the safety valve, the disk

jammed down on it with sufficient force to imbed it nicely in the seat,

and thereafter the valve did not hold. It took 3 minutes to load the

compartment at the bulk plant, and during those 3 minutes, 4

gallons leaked past the now defective safety valve into the line to the

manifold valve.

Where the unit of measure is the capacity of the compartment

itself, as in the case of gravity drops of gasoline, we can't be too

careful about manifolding. Let's go back to the example of the

Figure 13.

Side installation.

multiple-compartment tank truck. After one or more customers have

been served, the next client is asked to see if the compartment whose

contents he is to receive is filled to the indicator before delivery is

started. Now let's try our little "gyping" experiment. We will say

that number one compartment was empty when we arrived. Of

course, our client doesn't know or care about that compartment—we

are delivering to him the contents of compartment number two. He

takes a look, sees the gasoline level nicely kissing the indicator, and

is satisfied. We open number two valve at the mainfold and proceed

to make a gravity-drop delivery. Now, suppose we nonchalantly

clean around the manifold and "sort of open up" the valve from

number one compartment. Liquids have a way of seeking and finding their levels. With a 3- or 4-foot head in number two, it won't

take very many minutes for 25 gallons or so to back up into the num-
Thirty-first Conference on Weights and Measures 37

ber one compartment. After a few minutes we again close number

one manifold valve and the contents of number two now has nowhere

to go except into the client's storage tank. When no more flows, our

client takes a look, sees number two compartment dry, and signs up

for the rated capacity. But we've stolen from him the amount

backed into compartment number one.

What to do about it? I recommend: (1) Permit no permanently

installed piping to conduct oil which has been metered to any place

but to the hose reel or other legitimate discharge; (2) indicator studs

to be permanently affixed to the shell of a compartment itself, not to

a removable dome cover; (3) indicator fingers to be tapped or

threaded to move mechanically along the studs to which they are to

be sealed; (4) when a wet-hose system is used, a spring-loaded check

valve at the nozzle or end of the delivery hose must be installed;

(5) the rated capacity of compartments to include the line capacity

up to a hand-operated shut-off valve at manifold or outlet; (6) either

install nonreturn checks between tank outlets and manifold valves or,

better still, eliminate all manifolding, and when we want to pump

the liquid, connect a flexible hose from the compartment outlet after

its shut-off valve to pump suction line. All of these recommendations

are for the better protection of both the buyer and the seller.

Figure 14.

End installation.

Figure 13 illustrates a "side" installation, and figure 14 illustrates

practically the same layout as a "rear" installation. These layouts

are comparatively simple ; we have seen some rather complicated ones.

Full-line arrows indicate normal flow of liquid; dotted-line arrows

indicate diversion of metered liquid back to the pump suction line.

But it is also possible to by-pass the meter. By a damaged valve,

or by a valve opened intentionally or unintentionally, the customer

may be defrauded or the dealer may be defrauded.

Figure 15 illustrates what, in my estimation, is an ideal hook-up.

It will be noted that the pump suction line has a fitting which is flexible,

and which can be connected to No. 1, No. 2, No. 3, or No. 4 compartment, and that liquid can then go nowhere except to the pump.
38 National Bureau of Standards

Figure 16.

Top view: Unsatisfactory method of

view: Satisfactory method of sealing indicatorparticle obstructing seating of valve.

sealing indicator—lower left

-loicer right view: Embedded
Thirty-first Conference on Weights and Measures 39

In figure 16 the top view illustrates an indicator which can be moved

up and down on its stud without cutting or damaging the lead-and-wire

seal. The lower view at the left illustrates my idea of how an indicator

should be threaded on its stud ; this design permits only a one-quarter

turn after the sealing wire is applied, and this amount of movement

is not excessive. The view at the lower right illustrates how a chip

can be embedded in the seat of a disk or globe valve, thus keeping the

valve partially open.

(At this point, at 4 : 00 p. m., the Conference adjourned, to meet at 10 : 00 a. ra., Wednesday, June 4, 1941.)

THIRD SESSION—MORNING OF WEDNESDAY, JUNE 4, 1941

(The Conference reassembled at 10 : 00 a. m., C. L. Klocker, Vice President of the

Conference, in the chair.)

APPOINTMENT OF COMMITTEES

The Chairman. Dr. Briggs is unable to be here this morning and

has asked me to read his committee appointments, as follows

:

As the Committee on Nominations : C. L. Klocker, of Connecticut,

Chairman ; W. S. Bussey, of Texas ; K. E. Meek, of Indiana ; George

M. Koberts, of the District of Columbia ; George F. Austin, of Detroit,

Michigan ; L. E. Witt, of Milwaukee, Wisconsin ; K. W. Bodenweiser,

of Mercer County, New Jersey.

As the Committee on Resolutions : Joseph F. Blickley, of Pennsylvania, Chairman ; Erling Hansen, of Minnesota ; W. T. Fossett, of Illinois; W. P. Reed, of Atlanta, Georgia; C. T. Quinn, of Lansing,

Michigan ; R. M. Johnson, of Birmingham, Alabama ; C. P. Smith, of

Suffolk County, New York,

DEVELOPMENT OF SINGLE-SERVICE MEASURE-CONTAINERS

By C. E. Hawkins, Sealer of Weights and Measures, City of Springfield,

Massachusetts

For the purpose of this paper I am going to confine myself to singleservice measure containers, and not to single-service containers which

presuppose the use of an approved weighing or measuring device for

quantity determination and the use of the container as a means of delivery only.

As the science of merchandising progressed, the problem of dispensing certain viscous or semisolid commodities received more and more

attention. Such articles as ice cream, baked beans, chowchow, sauerkraut, pickles, and others had always been sold by measure, and under

prescribed practice would require the use of a measuring element.

These commodities lent themselves readily to sale in single-service

measure containers where the quantity was determined by filling such

a container from bulk and delivering to the consumer. This immediately brought up for consideration the sufficiency of such containers to

accurately measure in relation to specifications for liquid capacity

measures.

In 1920 a law was placed on the statute books in Massachusetts permitting the use of paper or fiber cartons in the sale by measure of viscous or semisolid commodities, or mixtures of solids and liquids. It

provided that these containers shall contain, and shall be sold as containing, 1 quart, 1 pint, y2 pint, or 1 gill, Massachusetts standard liquid

measure. The containers must be of such shape and dimensions as may

be approved by the Director of Standards for Massachusetts, and the

director may authorize the manufacturer to have printed on each container a statement of its capacity in terms of Massachusetts standard

41
42 National Bureau of Standards

liquid measure, with the words "Approved by the Director of Standards for Massachusetts," and with such other marking as the director

may require. Such cartons shall be legal measure only for such commodities as may be designated, and shall be exempt from the laws

requiring the sealing of measures.

As I have mentioned, the sizes set up in this original legislation

were the quart, pint, half-pint, and gill, which at the time seemed

to suffice, as the principal use was in the retail field. This type of

measure-container has developed very rapidly from its original retail

use and has now entered the wholesale end of business, particularly

in the manufacture and sale of ice cream. Paper or fiber containers

have now largely supplanted the metal ice-cream measure. This use

undoubtedly will spread into other fields, and the change to this type

will be accelerated to a very marked degree should restrictions in

relation to national defense be placed on the use of metals. With

this in mind, legislation was introduced into the Massachusetts Legislature at its present session, and was enacted into law, whereby other

sizes could be approved by the Director of Standards. The additional sizes which he may approve are the 2 quart, 1 gallon, 2y2

gallon, and multiples of the gallon. Filling machines at the various

ice-cream plants are not readily and permanently scalable, and the

sizes authorized in this 1941 legislation will permit the use of

measure-containers as the real measure.

The same situation of using cartons as a measure is true in relation to molds, and the development has gone to paper molds supplanting the previous metal molds in which the cream is frozen.

The prevalent size used in this manner is of 2-gallon capacity, and

this is broken up into various sizes by means of impressions in the

mold equally distant and designed to freeze the quantity in either

pints or quarts. The ice cream stays in the 2-gallon mold until the

product is frozen and is then subdivided and placed in paper cartons

which are designated as transfer cartons. Some question may arise

as to whether or not a 2-gallon mold with these impressions is a

subdivided measure, but to our way of thinking this is not the case

as the situation strikes us as somewhat analogous to a means of

determining volume by dimensional measure. The prohibition

against the use of a subdivided measure is largely on the basis of

inability to observe the level of fill of the measure. In this case,

the quantity is determined by a set marker, the dimensions of which

can be readily ascertained, and the operator merely cuts the commodity along the lines of the impression.

Specifications on liquid capacity measures require them to be of

sufficient strength and rigidity to withstand usage without becoming

bent, indented, distorted, or otherwise damaged. These apply to

measures which are to be repeatedly used, but are recognized in our

requirements wtih some degree of reasonableness when it is considered

that the measure is a single-use device. These cartons are principally

cylindrical, but some are keystone shaped. While the cylindrical

cartons are sturdy and rigid, the keystone-shaped cartons have sidewalls that are not so strong. The danger of using this keystone package is not one of insufficient measure, but rather of over-measure, and

not fair to the dispenser of the merchandise in this respect. It has

been found that the most practical way in making tests on this type
Thirty-first Conference on Weights and Measures 43

is to constrict the sidewalls during tests so as to simulate the condition of use where molds are used at the place of filling. When this

keystone shape was first used it was general practice to use a mold

to constrict the sides of the carton while being filled, but in some

cases this practice is not being followed at the present time. The

use of a mold is not necessary, of course, when the cylindrical type of

carton is employed, owing to its greater rigidity.

A more recent development in the paper carton field is its use as

a straight container for the dispensing of milk. While our statute in

Massachusetts makes provision for paper or fiber cartons used as

measure-containers for milk or cream, its language is not construed

to be prohibitive of the use of a container which is not a measure

but a container only. This is especially true when a measuring

device is employed to determine the quantity of content which goes

into the various cartons. We have, however, taken the attitude that

the filling device must be sealed and the container must bear a statement of net quantity of content as required by law pertaining to food

in package form. It is not necessary that these packages bear the seal

of approval, as they are not measures but merely containers.

Prior to the enactment of laws on the subject of containers and

measure-containers it was found that cartons of all shapes and

sizes were being used by retail merchants. There was no control

over the shape, dimensions, or strength, and no ready means of

identifying the source of manufacture of the cartons. Some of these

containers were of the conventional size of 1 quart, 1 pint, V2 pint,

or 1 gill—but many were of other sizes. Due to lack of control, a

lot of them were greatly deficient, and some were in excess of the

tolerance for liquid-capacity measures, but especially where conventional sizes were not employed the sale was consummated on the

basis of money's worth rather than on the basis of quantity.

By virtue of the provisions of our law the capacity of a carton must

be printed on it, and the sale must be made on the basis of quantity

determination. Manufacturers are assigned an identifying code

which permits easy tracing of the source of manufacture. When a

code has been assigned to a manufacturer there must be printed on

the carton the capacity of the container in terms of United States

liquid measure, and the words "Approved for Massachusetts" followed by the code designation. This restriction of the sizes which

may be employed, and the ease of tracing the manufacturer of the

cartons, has worked out very satisfactorily for all concerned.

There was submitted for tentative adoption at the last National

Conference a special code for single-service measuring containers.

This covered very much the same field we have covered in Massachusetts, but our requirements call for the specified marking to appear

plainly and conspicuously on the side of the carton, or on the top

and bottom. This latter requirement was deemed necessary as in

many cases these cartons have detachable tops, and it is not considered plain and conspicuous if the marking appears on the top

only. The capacities listed in last year's tentative code are for 1

gallon, % gallon, 1 quart, 1 pint, y2 pint, and 1 gill. In view of the

spreading use of this type of measure-container to the wholesale field,

it might be well to give consideration to the advisability of including larger capacities than were listed in the tentative code submitted

last year.
44 National Bureau of Standards

"YOU'RE ON THE AIR"

Arranged and presented under the supervision of Arthur Stringer, National

Association of Broadcasters

The Chairman. I wish to call upon our secretary to introduce the

next item on our program. Mr. Smith.

Mr. R. W. Smith. You will recall that last year we had on our

program, as a prelude to the report of the Committee on Weights and

Measures Education, a very interesting presentation by a representative of the newspaper fraternity; it was considered that the close

relationship between the work of the committee and the newspaper

field made that arrangement particularly appropriate. We shall

shortly have another report from our Committee on Weights and

Measures Education, and as a prelude to that report we are going to

learn something about radio broadcasts, another medium which is

available to weights and measures officials from time to time for the

education of the people with whom they deal.

Arrangements for the next item on our program were made with

the National Association of Broadcasters, and Mr. Stringer of that

association has very kindly consented to handle this item for us; it

will be something of a departure from the conventional, but I believe you will enjoy it. I wish to introduce to you Mr. Stringer,

who will take over from this point.

Mr. Stringer. When Mr. Smith visited our offices and sold us a

bill of goods, we were delighted to accept his invitation to appear on

your program because, you know, you do not have to work very hard

to get radio people to talk about themselves and what they have to

offer. Since the time of that visit, as you know, there has intervened

an unlimited national emergency, and that changes the whole picture. We .had a paper all written for delivery but it is now in the

wastebasket. Instead of that, we directed one of our script writers

to prepare an original one-act play for delivery here this morning,

and it tells the story of today's conditions regarding the availability

of radio time throughout the nation.

In August of last year, at San Francisco, the National Association

of Broadcasters went out one hundred percent for national defense.

That meant that we would give ample time to the defense agencies.

It meant that we would give time to organizations and people who

could contribute to the national solidarity—but we are a nation of

enthusiasts, and almost at once everyone who had an idea to sell or

a course of action to promote, wanted time on the air. The next

thing we knew we could just about fill 18 hours a day with speakers,

one after another, and have two or three times as many more sitting

out in the anteroom. Of course, that is not the best situation and

we are on the spot, and so we are going to tell you about it in a play.

Before we start the action, let me say that Mr. Smith wanted us

to tell you something of the mechanics of broadcasting, how to

prepare your speech, how to time your speech, how to sell your idea

to the broadcast manager. In order not to let Mr. Smith down, we

have brought a supply of a little pamphlet which answers all those

questions, and I understand that these will be made available at the

close of the session to those desiring copies.

(At this point there was presented a one-act play depicting the problems of

the manager of a radio station in meeting demands for free time on the air.

A cast of seven persons participated in this dramatic sketch.)
Thirty-first Conference on Weights and Measures 45

Mr. R. W. Smith. Gentlemen, I think the story has been told in a

very forceful way and that none of us has failed to understand the

message. However, I am sure that if you have any questions to ask

Mr. Stringer, he will be glad to answer them. Mr. Stringer, this is

a curtain call.

Mr. Stringer. My criticism of this playlet is that it is just a little

tough, and now that you have seen it let me say that we do not mean

it to be quite that tough. We simply mean that radio must help to

make this a strong nation. At the present time there is no disposition in the United States to make anyone a dictator of radio, but one

of the ways in which that might be brought about would be through

complaints from organizations and individuals that they were barred

from the air. We simply say that first things must come first and I

know that you gentlemen in your official capacities will agree with

me on that.

Mr. R. W. Smith. Allow me, in the name of the National Conference, to thank you, Mr. Stringer, and your capable associates, for

the very interesting program which you have presented to us this

morning.

Secretary's Note.—Extracts have been made from the booklet referred to by

Mr. Stringer, which contained practical suggestions for the preparation and

delivery of radio talks, and this material will be found in appendix I of this

report beginning on page 165.

REPORT OF COMMITTEE ON WEIGHTS AND MEASURES EDUCATION,

PRESENTED BY W. S. BUSSEY, CHAIRMAN, AND DISCUSSION

THEREON

I know that everyone present has enjoyed the playlet presented to

us by Mr. Stringer and his cast this morning, and also I am sure

that you all believe what he said about not meaning it to be quite

as tough as it looked. I am sure that the radio stations in our State

do not mean it to be that tough because they have certainly cooperated with us, and I might say that we have never approached a radio

station in Texas concerning the broadcast of a weights and measures

program but that they have cooperated completely. Moreover, they

have not always waited for us to see them—they have taken it upon

themselves to get in touch with us upon several occasions. We

appreciate that deeply.

Turning now to the report of the Committee, in our report just 1

year ago your Committee on Education made certain suggestions

and recommendations relative to a comprehensive educational program, to be pursued by weights and measures officials throughout the

United States. You in turn approved those recommendations, and

the President of this Conference saw fit to continue the same Committee for another year, in order that we might have the opportunity

of putting the proposed program into effect.

This Committee is composed of H. G. Boutell, Chief, Information

Section, National Bureau of Standards; Robert Williams, County

Sealer, Nassau County, N. Y. ; A. Edward Snyder, Deputy State Inspector, Terre Haute, Ind. ; James E. McHugh, City Sealer, Allentown, Pa.; A. J. Jensen, State Inspector, Jamestown, N. D. ; M. A.

Hubbard, Supervising State Inspector, Richmond, Va. ; and, as Chairman, W. S. Bussey, Chief of the State Division of Weights and

Measures, Austin, Tex.

423341—42 5
46 National Bureau of Standards

It was the thought of your Committee that our educational program

should be designed to cover three distinct fields. First, the weights

and measures officials themselves; second, those persons representing

the various industries with which we come in contact; and third,

the consuming public.

For the education of the first group, the weights and measures

officials, we suggested a course of study for the individual inspector,

and a general school of instruction for all weights and measures

officials in the jurisdiction. These items are designated as numbers

1 and 2 on the Committee's list of material. We are glad to report

that the work of preparing and distributing these two items has been

completed and that additional copies are available for those who may

desire them.

We feel that it is impossible to place too much emphasis upon

educating the weights and measures officials themselves, and we are

glad to report that some 85 names appear on our mailing list to

receive the course of study for the individual inspector ; furthermore,

some jurisdictions, such as the State of Michigan, have seen fit to

republish this course of study in their "Sealer's Bulletin," thereby

making it readily available to every inspector in the jurisdiction.

In at least two jurisdictions, this study course has been followed

up by a series of written examinations, and with most pleasing

results. The Committee feels justified in recommending to every

jurisdiction having a personnel large enough to warrant such procedure, that a systematic program following the study course be

adopted and that a written examination be arranged to cover each

three-month period, the examination to be prepared and conducted

by the State officer or by the educational committee appointed by the

State association, in the particular jurisdiction.

The Committee is very much encourged over the way this study

course has been received; we feel that every active weights and

measures official in the United States, who is interested in becoming

more efficient in his duties, should make it his responsibility to pursue this course diligently and earnestly until he has covered it in its

entirety. A. J. Jensen prepared this study course and he deserves

a lot of credit for having done a splendid job.

Some 46 persons have requested copies of the proposed program

for a general school of instruction for all weights and measures

officials in a jurisdiction, but so far as the Committee has been

able to learn, only a few jurisdictions have followed this suggestion. In fact, only three such schools have been definitely reported to

the Committee, those having been held in Indiana, Virginia, and

Texas. We understand, however, that district meetings have been

held in a number of instances, including New York, California,

New Jersey, Michigan, Massachusetts, Ohio, and possibly several

other States.

Of course, conditions vary in different States, but your Committee

feels that in every instance possible, the weights and measures

officials in a State should get together at least once each year for the

purpose of conducting a general school and discussing the various

technical problems with which they are confronted from time to

time. We strongly recommend this method of educating weights

and measures officials and would like to see all of the States make a
Thirty-first Conference on Weights and Measures 47

general school of instruction a part of their routine for each year.

M. A. Hubbard deserves credit for preparing a very fine outline for

a school program, which will certainly be a big help in any jurisdiction undertaking a training school for the first time.

The matter of educating those persons connected with the various

industries with which we come in frequent contact, and the matter

of educating the consuming public, are very similar tasks, and we

feel that the same material, with certain modifications, will serve

both purposes. In fact, it is a matter of getting the information

before the proper groups, and in the right manner.

For the purpose of covering these last two fields, your Committee

recommended six weights and measures talks to be delivered before

interested groups, six newspaper articles, and six radio programs.

We are glad to report that the six weights and measures talks to be

delivered before interested groups have been completed. These six

talks have been prepared by Committee member Robert Williams

of Mineola, N. Y., and we know that everyone who has read them

has found these talks most interesting and instructive.

Several of these talks have already been used in different States,

and we know the information they contain is worthy of your consideration when preparing talks to be delivered before any group of

interested citizens.

The six newspaper articles have not been quite completed ; however,

four of these articles have been completed and the other two will be

forthcoming in the near future.

We would like to see these newspaper articles appear in as many

papers as it is possible to get them in throughout the United States.

So let us urge that all weights and measures offices in the Nation avail

themselves of copies of these suggested articles and see just how

many newspapers they can get to run them. I believe we would all be

surprised at the results if we would really concentrate our efforts on

trying to put this feature of our educational program over. These

articles have been contributed by several different parties, and if you

have something in mind which you think is appropriate for such an

article, won't you please send it to the Committee ? Only two of the radio programs, listed as item No. 5 in the Committee material, have been completed, but this is due to the fact that

Committee member A. Edward Snyder, upon whose shoulders has

rested this responsibility of preparing these talks, had the misfortune

of being ill for quite an extended period during the year and has not

been physically able to complete his assignment. However, the

Committee wishes to assure you that this series of talks will be

completed in the very near future.

Your Committee also suggested that an attempt be made to get

at least one weights and measures article carried in a magazine having

national circulation. We regret that credit cannot be taken for having

accomplished this undertaking, but we still have hopes for the future.

In this regard, we might add that although your Committee takes no

credit for same, an article entitled "How Much is a Dozen" did appear

in the May issue of Readers Digest.

Your Committee is firmly convinced that the matter of education

has a permanent place in weights and measures enforcement. We

have found that the lack of knowledge of the fundamental prin-
48 National Bureau of Standards

ciples, as well as of the various activities of weights and measures

bureaus throughout the Nation, is appalling. We feel that an

Educational Committee should be a permanent part of the National

Conference, and that each member of the Conference should give

this Committee his wholehearted support, for if weights and measures enforcement in this country is ever advanced to the degree of

prominence which its fundamental importance so rightly deserves,

much educational work will have to be done; and we repeat some of

the things mentioned in our report of last year: We must continue

to educate ourselves. We must continue to educate other public

officials, such as State legislators, members of city councils, the

governors of the several States, and so forth. We must also continue to educate those connected with various industries which

are vitally concerned with quantity determinations. We must educate the officers and other representatives of various civic and business organizations. We must educate our educators, if you please

as well as the consuming public.

You see police departments, fire departments, health departments,

and so forth, expanded and improved. Why? There is but one

simple answer—education. Someone has started an educational program in those fields, and with the necessary help has educated the

people to a standpoint of realization of the true value of such

serivces.

There is no service rendered by any branch of our government,

Federal, State, county, or city, that is more far-reaching, or that

offers more in return for the tax dollar necessary to maintain same,

than does weights and measures enforcement; but do the people

know this? We, your Committee, think they do not, and it is up

to us as members of the National Conference on Weights and Measures to see that they find out about it; if we don't do this work,

it will not be clone.

There are so many ways to disseminate weights and measures

knowledge that we can rightfully report that our educational activities have hardly begun. We are thoroughly familiar with various

means of educating the people along these lines, such as making personal appearances before various groups—civic organizations, ladies

clubs, school children, and so forth. And, we might add that one

of the most fertile fields for weights and measures education is

through various trade associations. We believe that the weights

and measures department in each jurisdiction should be represented

at every convention or trade organization meeting which represents

industries vitally affected by weights and measures control, where

the necessary invitation can be had, and in most instances these

groups are glad to have us. Get better acquainted with the leaders

in these various industries and sell them upon the importance and

truly worthwhile value of the services weights and measures departments throughout the Nation are actually rendering. Sell them to

the extent that their active support is enlisted, for this kind of support is certainly worth a lot, not only in our routine work, but also

when it comes to the passage of necessary weights and measures

legislation and the procurement of adequate appropriations under

which to operate.
Thirty-first Conference on Weights and Measures 49

We believe that in our public schools at least one project each year

should cover weights and measures supervision and the proper methods of buying. The Commission on Teacher Education of the American Council on Education has expressed interest in our work and has

distributed copies of our mimeographed material.

Our daily, as well as weekly, newspapers cannot be overlooked as

a most important means of educating the public on weights and

measures matters. National magazines, trade magazines, and various other publications also offer excellent opportunities.

Only a few weeks ago the house organ of a large manufacturing

company, which is distributed very widely, possibly throughout the

world, carried an article regarding the work of the weights and

measures official of the city where the plant of the company is located, and the official in question is to be congratulated for doing his

work in a manner to justify the splendid article in question.

We all recognize radio as one of the most effective means of informing the public today, yet to what extent have weights and

measures officials taken advantage of this golden opportunity ? You

hear health talks, safety talks, defense talks, and various and sundry talks and programs relative to the numerous services of government; yet, how many weights and measures radio programs have

you ever heard on the air? Relatively few, we would say. Your

Committee wants to recommend and urgently request that weights

and measures officials throughout the Nation take full advantage of

this opportunity. It has been our experience that the radio stations

in the various sections of the Nation are most anxious to cooperate

with weights and measures officials in disseminating the valuable information which we have, and in which the public is so intensely interested, if they are only given an opportunity to learn about it.

Have you ever approached the officials of the radio stations in your

jurisdiction to ascertain whether or not they would entertain an

idea of broadcasting a weights and measures program ? It has been

done in many jurisdictions and we are happy to report that the

response of the broadcasting stations has been most generous.

There is one other method of education which is most effective, and

as Chairman of the Committee, I want to commend Alfred O. Oslund,

Superintendent of Weights and Measures for Hudson County, New

Jersey, for continually calling to the attention of your Committee the

possibilities of visual education, in the weights and measures field.

We need not elaborate upon the possibilities or the effectiveness of

visual education—that is, sound motion pictures. Yet, to what degree have weights and measures officials taken advantage of this

means to educate the public? We recall having seen only one fulllength picture based upon a weights and measures story, that being

James Cagney in the "Great Guy" which was screened several years

ago. About a year or so ago, "March of Time" included about 8

minutes of film in one of its releases, based upon the activities of the

New York City Department, and through the courtesy of the Interstate Theaters, Inc., of Texas, and RKO pictures, this excerpt from

the "March of Time" film was shown during the Sixth Annual Conference of the Texas Weights and Measures Association in Galveston

on May 2 of this year. Through the motion-picture industry there

are possibilities that greater assistance, may be received from this
50 National Bureau of Standards

source in the future. We heartily agree with Mr. Oslund that this

field of education should be more fully explored by weights and

measures officials; not only through the regular channels of the

motion-picture industry but to the extent of producing special educational films ourselves. Surveying the potentialities of weights and

measures education, the field seems almost unlimited.

We all agree that weights and measures officials have the most

valuable "bill of merchandise" in the form of "service and protection"

which can possibly be offered the people of this Nation today. We

also admit that we have unlimited opportunities to sell our wares to

the people. The questions are (1) Why haven't we done it? and (2)

Are we going to continue to sleep at the switch ? Your Committee is not making a series of definite recommendations for a program for the ensuing year, as we feel that this should

be left to the incoming Committee, but we do feel that the educational

phase of our work is most important, and since all letters which

have been received by the Committee have requested that the Committee be continued, we do want to recommend that this Conference go

on record as favoring the continuation of this Committee as a permanent part of the Conference, and that the President of the Conference

be instructed to appoint the personnel of the Committee from year

to year.

We also want to recommend that the weights and measures officials

throughout the Nation cooperate whole-heartedly with the Committee, helping them to make their plans for the coming year and helping

them to execute these plans after they have been made. Any program

we undertake must have the wholehearted cooperation and complete

support of each individual, if success is to be expected. In these

trying times, we know of no other one thing which would tend more

to strengthen our Nation and to build up a solidarity unknown among

other Nations of the world, than would the active encouragement of

honesty and fair dealing in every industry, thus helping to promote

and establish confidence among the entire citizenship of this land.

After listening to Mr. Reek's talk yesterday, I know that we all

realize that the Consumer Division of his organization is willing and

anxious to cooperate with weights and measures officials in a comprehensive educational program throughout the Nation. This is an

opportunity of which we certainly should avail ourselves. When we

go home from this Conference each one of us should take advantage

of the first opportunity to become acquainted with the local defense

committees and begin working on that program. I hope that everyone here will bear in mind the invitation to cooperate with the Office

of Price Administration and Civilian Supply. Finally, let us say

that we have a big job ahead of us. Let us do it well through education.

This report is respectfully submitted by your entire Committee on

Education.

(Signed) W. S. Bussey, Chairman,

H. G. Boutell,

M. A. Hubbard,

A. J. Jensen,

James E. McHugh,

A. Edward Snyder,

Robert Williams.

Committee on Weights and Measures Education.
Thirty-first Conference on Weights and Measures 51

Mr. Fuller. This Committee is certainly doing a fine job. It is a

great deal of work to get out the material that they have been

getting out, and this has certainly been helpful to everyone who has

received it. If they are willing to accept the assignment and if it is

in order, I wish to move that this Committee be continued for another

year.

(The motion was seconded, the question was taken, and the motion was

agreed to.)

Mr. A. J. Jensen. Mr. Bussey said that we did not have any

national article published. I may say that I wrote a 2,000-word

article which I prepared from the writings of Mr. Bussey, Mr.

Snyder, Mr. Williams, and Mr. Hubbard. This was printed by the

"Grain and Feed Review," which is a national publication having a

wide distribution among grain and seed dealers in the United States,

and I understand that they distributed about thirty thousand copies.

Shortly before I left home I received a request that they be permitted to reprint 10,000 additional copies.

Mr. Spinks. I may add that the "Farm Journal," which has a very

large circulation, has carried a number of articles on weighing and

measuring. Also, last week I was in Kentucky, and it appeared that

every paper in the State was carrying stories and pictures of what

they are doing there in the way of testing scales. It appears that

if weights and measures officials will make a determined effort they

can get material printed in the newspapers and trade journals; the

job can be done if we will only take the time and expend the energy

to do it.

The Chairman. Referring to educational efforts, we had a disappointing experience with motion pictures. We prepared a film of

about 800 feet, but we found that we could not keep up with the film

and give the people as much information as we desired. So now we

have a group of 95 slides and a projector which we take to various

meetings showing as many of the slides as we think appropriate for

the particular audience. Using slides, we can talk as long as desired

about any one view, and we have found this more satisfactory than

motion pictures.

Mr. Bussey. In explanation of the report of the Committee on

Education, I wish to say that our thought was not to take credit for

having brought about the publication of an article in a magazine

having national distribution, and we did not classify trade journals

in the category of the national magazines which we had in mind when

our original proposal was made. No doubt there have been published

a number of articles in magazines having national distribution, but

the Committee regrets to say that we ourselves cannot take credit for

this.

The Chairman. You will remember that last year there was re- ferred to the Committee on Weights and Measures Education the

assignment of developing a National Conference emblem suitable to

be worn as a lapel button. Mr. Bussey is now prepared to report

upon this matter.
52 National Bureau of Standards

NATIONAL CONFERENCE EMBLEM

A Supplementary Report of the Committee on Weights and Measures Education,

Presented by W. S. Bussey, Chairman

The Committee have thoroughly investigated the matter of an

emblem to be worn by members of the National Conference in the

form of a lapel button; from suggestions received from different

sources we have selected a design which we wish

to submit for your consideration, and for your

approval or disapproval, as you see fit. ( See fig.

17.) The upper portion and the sides of the

emblem are to be finished in 10-karat yellow gold,

and the lower central portion will be inlaid with

a red background.

Three sizes were considered. The first one was

Figure 11.—National believed by the Committee to be too large; the

Conference Emblem. next one submitted was so small that there was a

question about the legibility of the lettering. The

third sketch was a compromise between the first and second in size and

appears to the Committee to be satisfactory in this respect. [At this

point there was circulated among those present at the Conference a

full-sized color drawing of the proposed emblem.]

We have a price of $1.25 each on these emblems on an order of 100.

On a larger order the price would be somewhat less. We first thought

of purchasing 100 of these emblems and having them available here

at the Conference, but on second thought we believed it better to

present the design to the Conference for final action before any of

the emblems were ordered. If the design meets with your approval,

it is our present suggestion that all those who care to procure the

emblems place their orders with the Treasurer of the Conference,

paying him in advance $1.25 for each emblem ordered, the emblems

to be mailed to the purchaser as soon as they are delivered from the

manufacturer.

We have been asked whether the emblem should be available only

to active weights and measures members of the Conference and

whether it should also be available to associate members. Your committee has not attempted to decide that question, believing that it is

one which the Conference itself should decide.

Mr. Fuller. I think the emblem is very attractive and is something

which we have wanted for a good many years. I move that we

accept this as our official emblem button.

(The motion was seconded.)

Mr. O'Keefe. I think "Washington, D. C." should be added to the

design.

Mr. Bussey. We have already experienced diffculty in finding room

for the lettering which is already provided for. We had to accept

an emblem somewhat larger than we really wanted in order to ac- commodate the lettering already shown. If more lettering is added, I

believe we shall have to accept a larger emblem.

Mr. O'Keefe. I have no objection to anything the Committee wants

to do. But we might let this matter lie over for one or two days so

that we can all talk it over.
Thirty-first Conference on Weights and Measures 53

Mr. Boutell. It seems to me that it would be rather unfortunate

to put the name Washington, D. C, in quotation marks on the emblem.

As I understand it, this organization is a continuing organization, and

it is conceivable that at some time it might meet at some other place

than Washington.

Mr. Engelhard. Is the privilege of wearing the emblem to be confined to people who attend the Conference here in Washington, to

those who are present today, to others who may attend next year, or is

any weights and measures official who subscribes to what the National

Conference on Weights and Measures stands for to be considered entitled to wear the emblem ? The Chairman. The Committee has not decided that question, and

I know of no rule having been laid down as to who shall be entitled

to wear the emblem; as I recall last year's motion, this was simply

to the effect that an emblem be developed which members of the

National Conference could wear. If that is the way the motion was

worded, I think any member of the National Conference who is in

attendance this year or who was in attendance at any previous year

should be entitled to buy and wear the emblem.

Mr. R. W. Smith. May I interject the thought that we have always

considered any active weights and measures official of the United

States to be, ex officio, a member of the National Conference on Weights

and Measures? Certainly, if any weights and measures official subscribes to the principles which this Conference stands for, I believe

he should be entitled to wear one of these emblems as a member of the

National Conference, even though circumstances may have prevented

him from ever attending one of our meetings. Such a person might

be able to come next year or a year later.

Mr. Englehard. I think Mr. Smith's remarks express the original intention. For instance, in New Jersey we have ninety-odd,

bona-fide weights and measures officials, and there are 22 of them

here today. Our officials do subscribe to the principles of the

National Conference and I am sure that many others who are not

here today would like to wear the Conference emblem. If Mr. Fuller

and his second will accept the amendment, I think it would be appropriate to include in that motion the thought that the emblem

may be worn by any bona-fide weights and measures official; if the

Conference wishes to do so, associate members might also be

included.

The Chairman. Personally, I think the emblem should be available to any weights and measures official in the country but this is a matter which the Conference should decide. However, we should

first adopt an emblem before deciding who can wear it.

Mr. Batjcom. I wish to offer a substitute motion that we defer

action on this until tomorrow morning.

(The motion was seconded.)

Mr. Jensen. Much thought and work went into the design of

this emblem, and I think it is one which every weights and measures

official will be proud to wear. I would like to have this question

settled now, because our program is heavy and we have much

yet to do.

The Chairman. We now have before us an original motion which

was seconded and a substitute motion which has been seconded. I
54 National Bureau of Standards

think we must first call for a vote on the original motion which

is to accept this emblem.

(The question was taken by a voice vote; upon the call of the Chairman

those opposed to the motion were asked to rise, after which the Chair declared the motion carried. The National Conference thus adopted as its

official emblem the design proposed by the Commmittee on Weights and Measures

Education.

)

THE MANUFACTURE OF PRECISION GLASSWARE

By J. J. Moran, Technical Manager, Sales Department, Kimble Glass Co.

The manufacture of laboratory glassware in this country before

1914 was restricted mostly to special research pieces, and to a very

limited number of other items which were of such character and were

used in such quantities that semiautomatic methods of production

could be used for at least some of the operations.

Upon the outbreak of war in 1914, imports became impossible to obtain and a very serious shortage soon appeared. Stocks in the hands

of importers and users were practically exhausted by the summer of

1915. Due to insistent demands, several of the larger glass manufacturers undertook to supply the necessary requirements. A few

companies had been making Babcock fat-testing glassware for the

dairy industry and pharmaceutical graduates for druggists. With

experience in calibrating methods thus acquired, the development of a

full line of volumetric apparatus and tubing products was begun.

Time was required, however, to teach the necessary personnel and

work out satisfactory manufacturing procedures, so that the shortage was not completely overcome until late in 1918. You will see that

this took a period of 3 years.

After the war was over, imports began to recapture the American

market. But the essential nature of the domestic industry, particularly in its relation to national defense, had been conclusively shown,

and a sufficient tariff was provided in 1922. When a general tariff

revision was made again in 1929, protection for the domestic industry

was retained.

How farsighted the Congress was has been demonstrated in the

past 20 months. The present European conflict has created no shortage, and the very few items not being made here in 1939 have already

begun to appear on the market in quantity. The organized industry

has easily designed the necessary machinery and provided the additional facilities for manufacture.

If there had been no domestic industry in 1939, conditions would

have been much worse than in 1914. Industry has replaced ruleof-thumb methods by precise control, and the health of the civilian

and military population is guarded by innumerable laboratory workers. The national-defense program could not proceed without laboratories. Scientific apparatus would have been the greatest "bottleneck" of all.

The glasses used in laboratory apparatus are divided usually into

two classes, soda-lime and borosilicate, although the better soda glasses

contain some boron, and the borosilicates, some alkali. Sometimes

these types are also called "soft" and "hard," taken from the glassblowers' habit of classifying glasses according to the ease with which

they can be softened by heat.
Thirty-first Conference on Weights and Measures 55

The soda-lime glasses are easy to work over gas flames and to

etch. At the same time, they exhibit good resistance to the action

of chemicals and weathering. Thus they are the first choice when

fabricating calibrated glassware which will not be highly heated and

which must be provided with etched calibrations. A further advantage in the latter case is the rough surface produced by acid

etching. Colored fillers, a great visual aid in reading, stick more

easily to such a surface then to the smooth surface produced by

etching a borosilicate.

The usual soda-lime glass is made from a batch consisting of white

sand, soda ash, limestone, feldspar, and borax. This batch is fed into

a tank furnace, where it is heated in order to melt it and transform

it into finished molten glass. The melting temperature is 2,600 to

2,700° F.

Tanks are of many designs. In general, they are divided into

two parts, a melting end, covering about 70 percent of the area, and

a refining end. Large blocks made of selected clays held by binders

or fused into one piece are butted together to form the sides and

bottom. Silica brick are used to form the crown. Either a wall with

a hole at the center near the bottom or a floating clay dam separates

the two parts, in order to hold back scum from the refining end.

This scum may be a result of interaction of the batch or a decomposition product of the action of the batch or glass on the walls of the

tank. The batch is fed in at the rear of the melter and either flows

out of the refiner into forming machines or is gathered like molasses

on the end of a pipe by the glassworker. The melting process is

continuous, the batch being fed in at regular intervals.

Laboratory apparatus can be classified into two general groups

(1) articles produced from molten glass by pressing into shape or by

blowing in a mold, and (2) articles made from tubing. Some pieces,

of course, are composed of parts made by both methods and sealed

together later.

A pressed object is made by dropping molten glass into a cup and

forcing the glass against the sides by means of a plunger. Stoppers

and stopcock plugs are made in this way. The molten glass may

be fed into the cup by an automatic device attached to the furnace

and regulated to deliver successive gobs of identical size, or it may

be transferred from the furnace on the end of a rod by a workman.

Similar methods are used to obtain the glass needed for a piece

blown in a mold. In the case of the mechanical transfer, the plunger

is replaced by a head having a hole in the center. Compressed air

is forced through this opening to blow the glass against the mold.

Few pieces of laboratory glassware, however, are produced in sufficiently large volume for mechanical schemes to be economical, the

glass usually being withdrawn from the furnace by a workman using

an iron pipe about 6 feet long. The pipe is dipped into the bath

and slowly turned until the "gatherer" judges that the correct

amount has been obtained, when the pipe is withdrawn.

While the "gatherer" may do some preliminary shaping of the

gob of glass, usually he hands the pipe over to the blower immediately. The latter proceeds to swing the glass on the end of the pipe

to elongate it, roll it on a polished iron plate or otherwise work it

into the approximate shape of the finished article. Finally, he in-
56 National Bureau of Standards

serts the glass into the open mold made of two halves fastened by

a hinge. The mold is closed mechanically or by a boy, and the man

blows through the pipe so that the glass takes the shape of the inside

of the mold. Figure 18 shows a blower about to insert the blank for

a cylinder into the mold.

Some idea of the judgment required of the gatherer in taking

up the glass and of the blower in shaping it so as to distribute the

glass, working any excess back onto the head of the pipe, can be

obtained by reflecting that there is only about one-eighth of an ounce

possible tolerance in the weight of a 500-ml volumetric flask in order

for it to hold the correct amount. A well-trained group will produce

95 to 100 percent good flasks consistently throughout a working day.

The bases of cylinders and similar objects require an extra operation. After the body has been blown, the blower opens the mold and

hands the pipe with the glass still attached to another workman

called a "gaffir." The latter holds the pipe upside down, and a second

gatherer deposits molten glass on the bottom of the cylinder. The

gaffir then kneads this glass to the main body, at the same time forcing

it into a form which gives the correct shape to the foot. After all

forming operations are completed, a cold iron is touched to the glass

at the end of the pipe, causing the glass to break away from the pipe.

The glass is immediately put into an annealing furnace in order to

remove the strains caused by the various sudden heating and cooling

operations. The glass nearest the pipe is later removed from the

object by sawcutting, use of a hot wire or narrow flame followed by

application of a cold object at the heated point, melting off by means

of a circular flame, or by cutting with a diamond. The top is then

given whatever finish is desired.

One of the main reasons for the remarkable improvement in recent

years in laboratory apparatus made from tubing has been the use of

machine-drawn tubing. Formerly, a workman would obtain a quantity of molten glass on the end of a pipe, attach the bottom of the

gather to a flat iron plate with a rod fastened to the other side, and

draw the glass into a long tube by walking away from the plate held

by a second worker. Even with very skillful workers, there were

large variations in each draft. The men were paid for all tubing

within plus or minus 1% or 2 millimeters of the size desired.

Several mechanical methods for making tubing are now in use. The best known is the Danner tube drawing machine developed by

the Libbey Glass Co. during the last war. In this system, illustrated

in figure 19, glass from the refining end of a furnace flows onto a

rotating hollow clay cylinder located in a small auxiliary furnace

placed next to the refiner. Air is blown into the rear of the cylinder

and the glass is drawn in a continuous tube from the front end by

the Danner machine. This machine is located about 125 feet from

the cylinder to allow the tubing to cool sufficiently to become rigid

and cool somewhat before reaching the revolving jaws of the drawing device. At the machine, a cutting wheel severs the tubing into

pieces having a convenient length of about 5 feet. With this machine, much greater uniformity of diameter, roundness, and wall

thickness can be obtained than by any hand method.

The manipulation of glass tubing by softening in a gas flame and

reshaping to form bulbs and to make seals and bends is familiar to
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 18.—Glass blower about to insert blank into mold.
Figure 19—Danner tube drawina machine.
Thirty-first Conference on Weights and Measures 57

most people, so that a description of the various steps will not be

given. The tools used are quite simple and have not changed greatly

for many years. Noteworthy improvements have been made, however, in the types of fuels and the burners. In Europe, the earliest

fuels were fat and liquid butter, used with a wick. Coal gas burned

in an old-fashioned Bunsen burner came next. Later still, the use of

a foot bellows gave compressed air for a simple blast burner. Similar

schemes were used in this country also. Compressors, of course, are

now used to supply air, while the list of fuels includes natural gas,

mixed gas, liquefied refinery gases, and acetylene, in addition to coal

gas. For glasses with high softening points, oxygen is needed to

obtain a sufficiently hot flame, and special burners have been developed

for this purpose.

Annealing was mentioned in connection with articles made from

molten glass. It is just as necessary to anneal tubing products to

eliminate breakage.

In the foregoing the production of blanks for calibrated laboratory

glassware has been discussed. Methods of calibration for instruments

of precision are based on weighing the volume of liquid contained or

delivered. Actually, to weigh out such volumes consumes much time

and the cost is high. Further, the shape of some items is such that it

would be difficult to secure an analytical balance which would accommodate them.

For production work, rapid methods are necessary. Formerly, it

was common practice to take a sample of an item, made previously or

purchased from a competitor, and use it to transfer testing volumes to

a new lot of blanks. Any error in the volume of the sample was then

present in the new lot of apparatus. Demands for higher accuracy

caused a change in methods. The next step was selection of a blank

and calibration of it by weighing the volume contained or delivered.

With this second type of standard, there was still one serious defect. At the calibration mark the diameter was the same as in the

blanks, and any error was transferred in full effect. It is desirable

that standards be so constructed that they can be calibrated 5 to 10

times as accurately as the ware to be tested. It has been possible to do

this. Figure 20 shows one method of calibrating the necks for Babcock milk-fat test bottles. The blank neck is inserted in the rubber

hose, alcohol admitted to a definite point, and the neck marked at

this level by paint carried on a thin hair. Then the plunger is inserted displacing the alcohol. A line on the stem of the plunger

denotes the volume desired. The neck is marked off when the plunger

is submerged to this line. Since the diameter of the stem is so much

smaller than the diameter of the neck, such a method of calibration

can be very accurate.

Figure 21 shows the calibration of a measuring flask. The standard volume is delivered between the overflow, at the top, and a mark

on the stem. Notice the small diameter of the stem compared with

the diameter of the neck of the flask.

Cylinders and pharmaceutical graduates are made from blanks

blown in molds. Despite the blower's best efforts, certain places have

thicker walls than others. It is not sufficient to calibrate for over-all

volume, as with the Babcock necks. Certain intermediate points
58 National Bureau of Standards

must also be individually calibrated to minimize the effects of such

inequalities in inside diameter.

Figure 22 shows a typical setup for cylinders. The standard volumes are delivered from the bulbs into the blank being tested, and

each volume is marked off on the blank. For this particular cylinder, four points are needed. It will be noticed that there are more

calibration points in the lower portion, since the diameter varies

more in this part.

Figure 23 shows the method used for small articles. Mercury is

the calibrating liquid, and it is measured in small flasks with capillary-tube stoppers. The capacity is the over-all volume, including

the space in the stopper.

Figure 20.

Method, of calibrating necks for Babcock test bottles.

Certain precautions must be observed when using these volumetric

methods of calibration. First of all, the standard, the testing liquid,

and the blank must be at approximately the same temperature.

Otherwise, volume changes in the water may occur which will introduce errors into the calibration. Then the object must be clean, so

that water will wet the walls uniformly, otherwise irregularities in

capacity are caused by distortion of the meniscus. In instruments

calibrated to deliver, dirty walls affect the amount of residue adhering to the walls. Fuming sulphuric acid, a mixture of chromic-sulphuric acids, and trisodium phosphate have been used as cleaning

agents.

Further, if an instrument is calibrated to deliver, it must be filled

and emptied before adding the standard volume to compensate for

the amount which does adhere to the walls, unless this extra amount
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 21.— Calibration of measuring flask.
Miscellaneous Publication, Bureau of Standards, No. Ml 70
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 23.

Calibration of small types of graduated glassware.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figuee 24.— Graduating operation on conical graduate.

t
Thirty-first Conference on Weights and Measures 59

lias been provided for in the standard. Care must also be used in

filling. Splashing, with possible loss of liquid, must be avoided.

The liquid should be directed against the wall of the vessel a few

millimeters above the point where the surface will rest, since this

aids in the formation of a true maniscus.

Particular care must be taken in marking the liquid surface. The

lowest point of a water meniscus is always used. In order to define it sharply, a shade of some dark material is placed just below

the meniscus. Above all, the instrument must be vertical. Otherwise, serious errors may occur.

After the calibration marks are placed, the. outside of the blank is

coated with wax and the object is then placed in the dividing machine. Here the wax is scratched off at the places where lines and

numbers are to appear.

Automatic machine made tubing which has very uniform bore is

used for objects like Babcock neck blanks, so that the two marks

which represent the ends of the scale are sufficient to permit the

machine to mark off the intermediate portions accurately, using the

end lines as guides.

With cylinders and pharmaceutical graduates, the machine is set

between each pair of test marks separately. The problem is quite

complicated, however, when conical pieces like pharmaceutical graduates are to be made. Here we have not only a blown item, but also

one with constantly changing diameter. To calibrate every line

would be impractical—no one would pay the cost. Equal spacing

by ordinary dividing machines cannot be done, because equal lengths

of scale do not represent equal volumes because of a constantly

changing diameter. Only special machines which allow for this change

should be used. Figure 24 shows this operation being performed on

a graduate. The glass foot is set in a chuck and the position of the

graduate in the machine is adjusted according to the calibration

points. By means of the lever, the graduate is moved along under the

knife and the wax scratched off by the knife which comes down and

touches the wax surface. The amount of movement is gauged by

notches cut in the segment in the foreground.

Following this, the glass is dipped in a bath of hydrofluoric acid

where the surface of the exposed parts of the glass is eaten away to

a depth of about 0.1 millimeter. The wax is then removed, and the

etched portions are filled with an opaque material. In the past few

years we have developed the use of powdered glass as a filler. The

apparatus is then heated to fuse this filler to the apparatus, thus attaching it permanently.

Better grades of apparatus are recalibrated by the manufacturer

before shipment. This work is similar to that which weights and

measures officials are frequently called upon to do. While factory

methods may be different, the general precautions mentioned in describing the original calibration hold both for factory work and for

your work.

In this connection, it might be mentioned that the use of a pharmaceutical graduate to check those a druggist has in his prescription

department is open to serious objection. Straight-sided cylindrical

graduates should be used. This subject was fully covered by H. W.

Bearce in a paper presented at the Ninth Annual Conference in 1914.
60 National Bv/reau of Standards

I realize that the presentation of this subject has been very sketchy

;

if one went into great detail it would require days to cover the subject.

However, I have here some exhibits which show some of the steps in

the manufacture of certain pieces of calibrated glassware.

(At this point Mr. Moran exhibited two panels, containing samples showing

several stages in the manufacture of a pharmaceutical graduate and of a Babcock

bottle, respectively.)

(At this point, at 12 : 10 p. m., the Conference took a recess until 2 p. m. The

official Conference photograph was made in the meeting room during the recess.)
FOURTH SESSION—AFTERNOON OF WEDNESDAY, JUNE

4, 1941

(The Conference reassembled at 2: 00 p. m., Tom Webb, Vice President of the

Conference, in the chair.)

REPORT ON TESTING OF VEHICLE SCALES BY THE NATIONAL

BUREAU OF STANDARDS IN COOPERATION WITH THE STATES

By Ralph W. Smith, National Bureau of Standards

This report is the fifth and final report in the series begun in 1937,

presenting statistical results and brief analyses of the tests which the

National Bureau of Standards has made on vehicle scales in the cooperative program with the States. The results presented are cumulative, that is, they represent results from the beginning of the vehiclescale testing service of the Bureau in 1936 and include all of the results

through the completion of our scheduled program in May of this year.

It is a source of very great satisfaction to be able to report that

the Bureau has been successful in carrying out in its entirety the plan

which was begun in November 1936, and which contemplated visiting

with our vehicle-scale testing unit every State in the United States

which was not provided with adequate equipment for the testing

of vehicle scales. In a few instances, States which have had in operation special vehicle-scale testing equipments have been visited, but

the important thing is that each State which has not had such an

equipment at the time the Bureau equipment arrived in its neighborhood has been visited.

The country-wide program was concluded with the testing in the

State of Utah which was finished on May 17, 1941. Since the report

made to the last Conference, testing schedules have been completed

in the States of New Mexico, Arizona, Colorado, South Dakota, Montana, Washington, Oregon, Nevada, California, and Utah. A small

amount of cooperative work was done in Wyoming and in Idaho.

Thus there have been completed testing schedules in 40 States and in

2 large cities in other States. As before, the cooperating officials have

been officials in charge of weights and measures departments, where

such departments have been in operation ; in the State of New Mexico

the Bureau's program was carried on in cooperation with the Gasoline Tax Division of the State Bureau of Revenue, and in the State of

Colorado the cooperating agency was the State Inspector of Oils.

During the 4%-year period of Bureau vehicle-scale testing activity,

2,973 tests of large-capacity platform scales have been made. However, this report is confined to the results of 2,840 tests, the remaining

133 tests being tests on scales owned by the Federal Government or on

scales not properly classified as vehicle scales. In a very few instances particular scales have been tested twice. In these cases each

retest has been considered as a separate test for statistical purposes.

It is of interest to note that of the 2,840 scales covered by this report,

423341—42 6 61
62 National Bureau of Standards

1,001 scales, or 35 percent, have been wagon scales and 1,839 scales, or

65 percent, have been motortruck scales. Scales to the number of

632, or 22 percent of the total number involved, have been equipped

with automatic indicating devices ; of these, 557, or 20 percent of the

total number tested, have had automatic indicating devices with substantial weighing ranges, while the remaining 75 scales, or 3 percent

of the total, have been equipped with attachments the weighing

ranges of which represented only small proportions of the scale

capacities.

NBS VEHICLE-SCALE TESTING SERVICE

NOVEMBER 1936- MAY 1941

PERCENTAGE

I SCALES

ACCURATE

INACCURATE

10 20

I 30

I 40

I 50

I 60

I

28.8%

70

I 80I

71.2%

ERRORS

PLUS(+) mHHHB 46.3%

MINUS(-) 53.7%

Figure 25.Percentages of accurate and inaccurate scales and, distribution of

plus and minus errors.

Accuracy.—Statistical data are presented in table 1, scales being

separated first on the basis of types, and second upon the basis of

ownership or principal use. Certain data are presented graphically

in figure 25. Mean percentage errors are computed from the maximum percentage errors developed in the tests, regardless of the size or

position of the test-weight load. Scales are classified as accurate or

inaccurate upon the basis of the maintenance tolerance adopted by the

National Conference on Weights and Measures, which, in general,

may be said to be ± 0.20 percent, applied to errors of the scale indications with respect to the standard-weight loads used.

When a comparison is made between the data presented in table 1

and the corresponding data presented in last year's report, there is

found a very striking similarity between the figures representing

the numerical mean of maximum percentage errors and between the

percentages of scales found accurate. For instance, last year it was

reported that of the 2,161 scales involved, 28.0 percent were found

accurate, and the numerical mean of the maximum percentage errors

was 1.13 percent ; the corresponding figures this year are 28.8 percent

and 1.10 percent.

The scales reported upon include 65 scales found to have maximum

errors in excess of 5 percent of the test-weight loads, 16 such scales
Thirty-first Conference on Weights and Measures

Table 1.

Vehicle-scale test results, November 19S6 to May 19^1

63

Type, ownership, or use

Wagon scales Motortruck scales

State, city, town, or county

Coal or coke

Grain

Cotton or cotton products

Scrap materials

Miscellaneous farm products, includin;

fruits and sugarcane

Stone, sand, or gravel

Public weighing %

Miscellaneous

Total

Number

tested

001 839

271 1,418

356

248

121

15173 10399

2, 840

Found

accurate

Number

191 626

369

1437325

44

12

2537

817

Percent

19.1 34.0

32.8 26.0

40.2

29.4 20.7

29.1 16.4 24.3

37.4

28.8

Found

inaccurate

Number

810

1,213

182

1, 049

213

17596

107

6178

62

2, 023

Percent

80.9

66.0

67.2

74.0 59.8 70.6

79.3

70.9 83.6

75.7 62.6

71.2

Numerical mean of maximum

percentage

errors

having been encountered during the past year. Because of the abnormally large errors of these 65 scales and of the effects which their

errors have upon the figures representing the numerical means of the

maximum percentage errors, the figures for these numerical means

have been recomputed excluding the 65 scales in question and these

percentages are presented in table 2; the corresponding values computed on the basis of all scales tested are included for purposes of

comparison.

Table 2.Numerical means of maximum percentage errors, November 1936 to May 1941

Type, ownership, or use

Wagon scales Motortruck scales

State, city, town, or county

Coal or coke

Grain

Cotton or cotton products

Scrap materials

Miscellaneous farm products, including fruit and sugarcane

Stone, sand, or gravel

Public weighing

Miscellaneous

Total

All scales

Percent

1.32

0. 98

Excluding

65 scales having ab- normally

large errors

Percent

0. 94 .66

0. 97

1. 01

0. 96 1.42

1.59

1.01

2. 08

1.67

0. 82

1. 10

0. 77 .77

.55

.68

.91

.81 .94

.98 .77

0. 76

The agreement between the figures presented in the last column of

table 2 with corresponding figures presented a year ago is very striking; the numerical mean of the maximum percentage errors for all

scales, after excluding the 65 scales having abnormally large errors, is

identical with the figure reported last year—0.76 percent.

Some of the facts brought out by an analysis of the test results may

be noted as follows

:

It is again found that in the case of approximately one-fourth of the

scales tested there was faulty agreement among the several bars of the
64 National Bureau of Standards

weighbeams (on scales not utilizing counterpoise weights) , weighbeam

indications were inaccurate independent of scale-ratio errors (on scales

utilizing counterpoise weights), or weighbeams which were subordinate to reading faces were inaccurate.

Only 40 scales were encountered last year on which regular counterpoise weights were utilized, bringing the total of such scales to 183, or

6 percent of the total number tested. Of the 923 regular counterpoise

weights tested, 404, or 44 percent, were found to be accurate ; 93, or 10

percent, were found to be heavy ; and 426, or 46 percent, were found to

be light. During the past year 32 scales were tested on which "extra"

counterpoise weights were in use. These were usually home-made

weights or weights belonging to some small scale of low multiple incor^

rectly marked for use on the scales on which they were being used.

In the matter of the sensitiveness of scales, sensibility reciprocal re- quirements were applicable to, and SR data are available for, 2,204

scales, or 78 percent of the total tested. Of these scales, 849, or 38 percent, were not sufficiently sensitive ; 1,339, or 61 percent, were found to

have SR values within the prescribed limits ; and 16 scales, or 1 percent,

were found to be in neutral or unstable equilibrium.

Information is available relative to the zero-load balance condition,

as found, for 2,798 scales. Of this number, 921 scales, or 33 percent,

were found to have zero-load balance errors in excess of 5 pounds;

in addition, 64 scales, or 2 percent, were found to have been balanced

at zero load by means of weighbeam poises, these scales being in

reasonably good zero-load balance condition as found, but having

serious zero-load balance errors when all poises were returned to zero

positions.

Based upon the accepted criterion that a wagon scale is suitable

for the weighing of motortruck loads only up to 60 percent of its

"wagon" capacity, the percentage of wagon scales which have been

overloaded in use has again risen slightly, the figure now being 74

percent, representing 736 of the total of 1,001 wagon scales tested.

Motortruck loads equalling the "wagon" capacities of scales were

reported as being weighed on 236, or 24 percent, of these wagon

scales, and in 95 instances, or 9 percent, the motortruck loads

weighed exceeded the "wagon" capacities of the scales. It is to be

remembered that when the Bureau tests a wagon scale, the test loads

are limited to those which would be applied under conditions of

proper use in accordance with the loading criterion previously

stated; we are without information as to the errors which may be

developed when these scales are overloaded as stated.

At the opposite extreme, it is found that many vehicle scales are

being used for the weighing of loads less than 1,000 pounds, a practice contrary to the regulation adopted by the National Conference

in 1937. Such data are available on 2,205 scales; of this number,

1,063, or 48 percent, are reported as being used for the weighing of

loads of less than 1,000 pounds; and in the case of 493 of these

scales, or 22 percent, the weighing of loads of 100 pounds or less

has been reported.

During the past year there were reported 128 instances of motor

vehicles or tractor-trailer combinations being weighed on scales the

platforms of which were shorter than the wheel bases of the vehicles

or vehicle combinations in question.
Thirty-first Conference on Weights and Measures 65

From the beginning of the Bureau's testing of vehicle scales, an

inspection of the lever system and other parts of each scale has

been a regular part of the Bureau's testing routine. Inspections of

lever systems are made in all cases where access to such parts may

reasonably be had, but because of the absence of means for access

to the scale pits or because of the presence of water, mud, or excessive accumulations of dirt in scale pits, no pit inspection, or only

partial pit inspection, has been possible in the case of 252 scales, or 9

percent of those tested.

A statistical summary of inspection data is presented in table 3.

In general, percentages are based upon the total number of scales

examined, except in the case of automatic-indicating elements, where

the basis is the number of scales equipped with such elements. However, data enclosed in brackets are for the past 2 years only, being

based upon a total of 1,391 scales and a total of 282 scales equipped

with automatic-indicating elements.

Table 3.Vehicle-scale inspection results, November 1936 to May 1941

[Data in brackets are for period April 1939 to May 1941]

Condition

Occurrence

Number Percentage

Accessibility of lever system:

Reported as "bad"

Reported as "poor"

Reported as "fair" Reported as "good"

Reported as "very good"

No provision for pit drainage or information not available on this factor

[Pit repairs needed

Scale approaches:

Rough

Curved

Inclined to scale platform

Inclined to scale platform at angle of 3° or more (included in preceding entry) .

.

Water standing in scale pit and/or clogged pit drain

Accumulation of dirt in scale pit 1 Rusting structural steel in scale pit

Pivots and bearings of the lever system:

No protection against corrosion

Only partial protection against corrosion

Rusting or dirty

Worn

Displaced from proper relative positions, or displaced entirely from mutual

contact Levers out of level Beam rod, bearing assemblies, and/or connections between levers out of plumb

Interference between, or inadequate clearance around elements of the lever system.

Loose levers or lever extension arms

Faults associated with lever stands or supports . Faulty lever foundations

[Faults associated with weighbridge girders

Faults associated with platform checking means 2 Clearances between scale platform and coping too large, too small, or both..

Platform in need of repair

Platform not in surface alinement with coping

Inadequate clearance around beam rod

Weighbeam assemblies:

Dirty, rusted, or tarnished

Mechanical faults associated with some part of the assembly

Loose parts or insecure mounting

Automatic-indicating elements:

Interference in the mechanism...

Faulty indications (does not include weighing inaccuracy)

[Other faults associated with automatic-indicating elements—based on total of 282.

164 530

1, 016

901 226

1,609

55

194 332

1, 483

792 337

1, 169 881

1, 334

175

1, 508 475

338

496

1, 050

371 110 17669

51 529

1,001

741 301

109

691 499

296

11090

58 4

61836

32

8 57

4]

71252

28

1241

31

47

653

17

12

1737

134

62

4] 1835

28

114

24

1810

(based on

total of 632

20]

1 During the past year, there were reported 104 instances (15 percent) of actual interference of foreign

matter with lever systems.

2 In addition, during the past year there were reported 76 instances, or 11 percent, of ball plates not being

properly alined with lever systems.
66 National Bureau of Standards

As in the case of test data, the inspection data are in agreement to

a surprising degree with the data presented a year ago. Of the 34

general percentages reported, 12 are the same as the corresponding

percentages reported last year, and the others differ from last year's

corresponding percentages as follows : 5 are 1 percent higher and 5 are

1 percent lower than before ; 2 are 2 percent higher and 4 are 2 percent

lower; 2 are 3 percent higher; 1 is 4 percent higher; 1 is 5 percent

higher and 1 is 5 percent lower ; and 1 is 6 percent lower.

Throughout the program of vehicle-scale testing which the National

Bureau of Standards has conducted throughout the United States, a

consistent effort has been made to select for test representative scales

in each of the several States visited, so that the statistical results

would truly represent average conditions. It is considered rather

remarkable that as our equipment has moved from State to State

and as progress reports have been prepared from year to year, results

reported for succeeding periods have been in such close agreement.

The conclusion is inescapable that the general level of accuracy of

performance of vehicle scales and the general character of vehiclescale maintenance are both distressingly low in all jurisdictions where

adequate testing means are not provided and where comprehensive

tests and inspections are not conducted. The conclusion that strenuous efforts should be made by weights and measures officials to improve these conditions is so obvious that it scarcely need be stated.

In its summary reports to State officers upon the results of the tests

made in their several jurisdictions the National Bureau of Standards

has consistently recommended the procurement of proper equipment

and the adoption of programs of comprehensive testing and inspection. That the Bureau program and the Bureau recommendations

have been effective will be sharply brought home to you in the next

item on our program this morning; there will be illustrated and described some of the new vehicle-scale testing equipments and other

apparatus related to vehicle-scale testing which have recently been

put into service. There still remain numerous jurisdictions in which

similar steps should be taken, especially in those States in which there

is not at the present time any active State agency enforcing weights

and measures supervision.

During the coming year it is not anticipated that the Bureau

vehicle-scale testing equipment will be in regular field service. We

are going to conduct some investigations and research associated with

vehicle scales and vehicle weighing, and a report upon these matters

will be presented to the next National Conference on Weights and

Measures. At that time we also propose to present to the National

Conference a further analysis of some of the factors associated with

this general subject, upon which comment has not been made in the

series of reports of which this is the last. To what extent the Bureau

may, at a later date, resume field operation of its vehicle-scale testing

unit, will depend upon circumstances which cannot definitely be predicted now. I feel that I should say, however, that with the conclusion of the first phase of its vehicle-scale program the National

Bureau of Standards has not terminated its interest in this subject,

and hopes to continue its program in whatever way will be most

effective in bringing about the improvement in vehicle scales and

vehicle-scale weighing practices which our investigation up to now

has shown to be so greatly needed.
I'hirty-first Conference on Weights and Measures 67

RECENTLY COMMISSIONED VEHICLE-SCALE TESTING EQUIPMENTS

REMARKS OF C. L. KLOCKER, INSPECTOR OF WEIGHTS AND MEASURES, STATE OF

CONNECTICUT

The device illustrated (see fig. 26) is one for the testing of our

1,000-pound weights. It provides a simple, effective, convenient, and

accurate means for calibrating these weights. It is essentially an

equal-arm balance, at the base of which, and immediately above the

timber support, there is installed a 10-ton hydraulic jack. The

weights are put into position on the floor and connected to the beam

and then by the operation of the jack the entire beam assembly is

elevated, thus suspending the weights from the beam. I believe the

entire equipment cost us only about $350.

To round out the story of our vehicle-scale testing equipment, there

is illustrated in figure 27 the field truck and its complement of 1,000-

pound test weights. The gross weight of this equipment is 42,000

pounds. Experience has shown that our design was faulty in two

respects: (1) The wheel base is somewhat too long; we can get the

truck on an 18-foot scale platform, but not on a platform shorter than

that. (2) At the rear end of the truck we allowed too much space

for the bumper and between the weights and the tail gate, so that

when the truck approaches a scale on a grade we sometimes have a

little difficulty in clearing the bumper when unloading the weights.

REMARKS OF ROLLIN E. MEEK, CHIEF, BUREAU OF WEIGHTS AND MEASURES,

STATE OF INDIANA

The vehicle-scale testing equipment (see fig. 28) purchased and

placed in service during the past year by the Indiana State Bureau of

Weights and Measures is a decided improvement over any similar

equipment operated by the Bureau heretofore. This equipment consists of a truck, ten 1,000-pound weights, twenty 50-pound weights,

and a dolly for moving the larger weights to different positions on the

scale platform.

The gross weight of the truck is approximately 22,500 pounds.

The cab-over-engine design was selected because it brought about a

better load distribution. The shorter wheel base provided by this

type of truck enables easier handling in places where turning space is

inadequate. The truck is equipped with dual rear wheels.

The body of the truck is of van-type construction and is approximately 12 feet long, 8 feet wide, and 6% feet high. The ten 1,000-

pound weights are carried and locked in place in the base of the boom

supporting structure. Suitable racks are installed on each side of the

boom supporting structure to carry the twenty 50-pound weights.

(See fig. 29.)

The 1,000-pound weights are lowered to the scale approach and

reloaded by means of a power operated drum-type winch located

under the forward end of the crane boom. The boom extends to the

extreme inside rear of the body to allow for lowering and raising the

weights through a trap door located at extreme rear of the body floor.

Automatic stops are provided at both ends of the boom to limit

trolley travel. The hoisting and traverse winches may be operated

separately, or, to hasten the loading and unloading of the weights,

they may be operated simultaneously.
68 National Bureau of Standards

Control levers are located at the left rear of the body in such a position as to be operated from the ground. There is little possibility of the operator being injured while unloading or loading the

weights owing to his position being directly in front of the controls

and away from the weights. With the controls located so they must

be manipulated from the ground, one man can operate the equipment; however, it appears more economical to operate it with two

men.

An additional accelerator is located adjacent to the controls. This

enables the operator to increase and decrease the speed of the truck

engine without returning to the cab each time. The exhaust pipe is

extended to near the top of the body in order that fumes from the

engine will not be blown directly into the faces of those handling the

test weights.

Approximately three-quarters of an hour is required to test a vehicle scale. The usual procedure is to spot the truck at one end of

the scale in such a manner that the weights may be unloaded on

the scale approach rather than on the scale deck. After the scale

has been properly balanced, five 1,000-pound weights are unloaded

on corner No. 2, for example. After the reading has been taken,

these weights are moved to corner No. 3. When this reading is taken,

the remaining five weights are unloaded on corner No. 2. At this

point, the end test reading is taken. The weights are then moved

to the opposite end of the scale deck and distributed five on corner

No. 1 and five on corner No. 4. The end test reading for that end

of the scale is then taken. The five weights on corner No. 4, for

example, are removed from the scale and the corner test reading for

corner No. 1 is taken. The weights on corner No. 1 are then re- moved to corner No. 4 and the reading again taken. The weights on

corner No. 4 are removed and the balance condition again checked.

The truck is then spotted on the scale in such a manner as to

facilitate the loading of the test weights. When unusual conditions

apparently warrant the most thorough test possible to make, the

truck is weighed in as many as three positions on the scale platform.

The weights are then loaded and reweighed in these same positions.

The equipment has been in operation less than eleven months and

during that time approximately 1,300 scales have been tested. Of

this number approximately two-thirds have been approved and approximately one-third condemned. We attribute the apparently

small number of scales condemned to the fact that we have worked

mostly in local jurisdictions where the scales have received annual

inspections.

This equipment cost the State of Indiana approximately $6,000.

For the benefit of those who might contemplate the purchase of

equipment similar to ours, I may say that we have very thorough

specifications covering the truck, equipment, weights, hoist, dolly, and

motor, comprising some 8 or 10 pages, and we shall be glad to mail

these to anyone who may desire to use them.

Mr. Fossett has asked me to remind you that the State of Illinois

is purchasing two trucks very similar to those in operation in Indiana, only very slight modifications having been made from our

design.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 27.— Vehicle-scale testing equipment, State of Connecticut.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 28.— Vehicle-scale testing equipment, State of Indiana.

Figure 29.

Interior view, Indiana vehicle-scale testing equipment.
Miscellaneous Publication, Bureau or Standards, No. Ml 70

Figure 30.—Vehicle-scale testing equipment, State of North Carolina.

Figure 31.—Vehicle-scale testing equipment, State of Vermont.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 33— Vehicle-scale testing equipments, city of Chicago, III
Thirty-first Conference on Weights and Measures 69

REMARKS OF C. D. BAUCOM, SUPERINTENDENT OF WEIGHTS AND MEASURES,

STATE OF NORTH CAROLINA

Our equipment has been in service for nearly 3 years and has proved

very economical in operation. It has a cruising speed of around 35

miles per hour. We carry 11,000 pounds of test weights in addition

to small weights and the unit itself weighs about 11,000 pounds, thus

making a total weight of around 22,000 pounds. The unit can be

operated by one man, although we now run with a helper in addition

to the inspector in charge.

The wheel base of the equipment is such that the truck can be placed

on a 14-foot platform. It will be seen from figure 30 that the controls

for the hoist are operated from the ground. We pick up three weights

at a time, lowering these from the rear of the truck. The unit is

designed to lift and lower the weights by power, making it unnecessary to depend upon a brake for holding the load. We carry a dolly

for moving individual weights, modeled after the dolly used by the

National Bureau of Standards.

The equipment cost us something less than $4,000; we believe that it

is one of the least expensive of these equipments now in service. We

had hoped to commission another similar unit this year, but the legislature did not provide the necessary funds. I may say, however, that

the coal dealers of the State are practically demanding of the Governor

that our department be given another of these testing units.

REMARKS OF H. N. DAVIS, SUPERVISOR, DIVISION OF WEIGHTS AND MEASURES,

STATE OF VERMONT

Our equipment carries nine 1,000-pound weights, two 500-pound

weights, twenty 50-pound weights, and the handling cart, and is illustrated in figure 31. The cost of this equipment was $3,995.95; the

legislature appropriated $4,000, and we hewed pretty well to the line.

The total weight of the unit is about 20,000 pounds. Our testing

method is essentially the same as the one described by Mr. Meek ; we

use the truck as a strain load only.

It is not feasible in Vermont to test wagon and motor-truck scales

in the winter months^ and accordingly we use our equipment only

during the summer months. Last year we made our tests during

July and August. It may interest you to know that during July we

traveled 957 miles, using 195 gallons of gasoline and 6 quarts of oil

and requiring 2 lubrications, at a total operating cost of $44.50. In

August we traveled 917 miles. On these tests we sealed 64.5 percent of the scales tested and condemned 35.5 percent. On reinspections, about 25 percent of the scales originally condemned were condemned a second time.

We find that the testing of these large-capacity scales meets with

the approval of nearly all the people in our State. A number of

years ago Mr. Smith came to Vermont and tried to interest us in

providing an equipment of this kind; he did interest us, but it took

a number of years before the legislature could be persuaded to appropriate the necessary funds. We feel sure that we are giving the

citizens of the State of Vermont good value for the money they are

spending for this service.

i
70 National Bureau of Standards

REMARKS OP M. A. HUBBARD, SUPERVISOR OF WEIGHTS AND MEASURES, STATE

OF VIRGINIA

Our scale-testing unit (see fig. 32) may be said to be a grandson

of the vehicle-scale testing unit of the National Bureau of Standards,

and it resulted directly from the bad conditions which the Bureau

unit uncovered in Virginia. They found some 76 percent of our

scales in poor condition.

Our unit was designed by the Engineering Department of the

Virginia Polytechnic Institute with what help we could give them.

We think it is well designed and adequately strong. It was built at

a cost of approximately $4,000. The unit carries 9,000 pounds of test

weights and the truck itself weighs approximately 9,000 pounds,

making a total weight of about 18,000 pounds. Although our testweight load is not as great as the loads carried in some other States,

we believe that our unit is a very pratical one for conidtions in Virginia, because we have in use many scales of such small capacities

that we could not use a heavy truck as a strain load.

There are compartments along the sides of our truck, in which

baggage and necessary equipment are carried. The controls for the

handling of the weights are located directly behind the cab. The

floor of the truck is of 2-inch oak covered with heavy rubber belting

that prevents shifting of the weights in transit and also protects the

weights from wear. The truck is operated by an inspector and a

helper.

We put this unit into operation last August, and since that time

we have found that 57 percent of the scales which we have tested

have been inaccurate and that the numerical mean of the maximum

percentage errors developed is about 15 pounds per thousand. Our

mean error is higher than it should be because of a few scales which

had abnormally large errors. We tested a coal dealer's scale which I

think had not been tested before and found that it developed a

4,000-pound error on an 8,000-pound test load

!

REMARKS OF JAMES O'KEEFE, SEALER OF WEIGHTS AND MEASURES, CITY OF

CHICAGO, ILLINOIS

We have two equipments, built to about the same specifications as those followed in the Indiana units which Mr. Meek has already

described. (See fig. 33.) The loaded weight of each equipment is

about 20,000 pounds. The cost of these units was approximately

$5,000 each.

REMARKS OF R. W. SMITH, SECRETARY OF THE CONFERENCE, RELATIVE TO

VEHICLE-SCALE TESTING UNITS OF THE STATES OF OREGON AND WYOMING

Two States, Oregon and Wyoming, have recently acquired vehiclescale testing equipments, but neither of these States is represented at

our meeting. So that our record may be complete, I wish to describe

these equipments briefly. The information has been supplied in each

case by the head of the State weights and measures office.

The Oregon equipment, illustrated in figures 34 and 35, is a

combination unit, equipped for the testing of large-capacity scales

and for carrying on tests of large-capacity meters and doing other

volumetric work. The unit carries four 1,000-pound weights, twelve
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 35.—Oregon vehicle-scale testing equipment, showing auxiliary volumetric

apparatus.
Miscellaneous Publication, Bureau of Standards, No. Ml 70

Figure 36.

Vehicle-scale testing equipment, State of Wyoming.
Thirty--first Conference on Weights and Measures 71

500-pound weights, twelve 50-pound weights, and the necessary complement of small weights. An air compressor is mounted in the

forward part of the body for use in case of tire emergencies and also

for purposes of cleaning the body of the truck and the working parts

of scales which are being tested. The volumetric equipment comprises standards in denominations of 50 gallons, 5 gallons, 1 gallon,

and fractional parts of the gallon.

The weights are loaded and unloaded by power; the controls are

operated from the ground from a position at the right rear of the

truck body. The total weight of the unit is slightly less than 24,000

pounds. The appropriation granted for the procurement of this

unit was $6,500, but the completed cost of the equipment was only

$5,983.00 ; the balance of $517.00 was sufficient to permit equipping a

light truck for scale testing in areas where the large unit cannot be

used.

The equipment of the State of Wyoming is illustrated in figure 36,

and is of the conventional type with which you are familiar, the controls for the power operation of the crane being at the forward end of

the body on the left side. The unit carries fifteen 1,000-pound weights,

one 500-pound weight, and ten 50-pound weights. The total weight

of the unit is approximately 27,500 pounds.

WEIGHBEAMS

By M. J. J. Harrison, Supervisor of Scales and Weighing, Pennsylvania Railroad

It is the purpose of this presentation to describe in simple language

a knife-edge weighbeam and its essential characteristics and elements,

and to review certain phases of its design and construction which may

not be clearly or generally understood, rather than to advance any necessarily new ideas on the subject.

At theT)eginning, it would seem that we should have a definite understanding of what we are talking about ; therefore, let us turn to the

January 1, 1939, issue of the National Scale Men's Association glossary, where we find

:

Weighbeam, n. In a scale of other than the automatic-indicating or automatic

recording types, that element whose angular position denotes the balance condition. In a more restricted sense, the device or assembly upon which, by the

manipulation of poises and/or counterpoise weights, the applied load is counterpoised and its weight value indicated. Sometimes also colloquially called Beam.

Now, clearly, the definition just quoted is both fundamental and

inclusive. It covers that element of an equal-arm balance from whose

end pivots the pans are suspended ; it covers the horizontal lever of a

trip scale; it covers the steelyard; and it covers that element of a platform, hopper, vehicle, or track scale which is customarily referred to

as its weighbeam (or beam). And all of these have one general, common characteristic—in each case the device is said to be "in balance''

when the weighbeam either remains at or oscillates about a horizontal

position of equilibrium.

With this preamble, let us examine into the essential characteristics

of a weighbeam. These are three in number: (1) Truth, (2) stability,

and (3) sensitiveness.

For the reason that a discussion of these three points is simpler of

presentation when directed especially to the weighbeam of an equal-
72 National Bweau of Standards

arm balance, and since nothing is lost thereby—the principles being

readily susceptible of extension to other forms of weighbeams—-let us

consider briefly the equal-arm balance and its characteristics.

The weighbeam in this case (and therefore the entire device) is

truthful when three separate conditions are simultaneously satisfied:

(1) The moment of the weight of the horizontal weighbeam about the

knife-edge of its fulcrum pivot is zero ; that is, the center of gravity

of the unloaded weighbeam lies in the vertical plane through the fulcrum knife-edge when the plane through the knife-edges of the end

pivots is horizontal ; (2) the two pans, with their appurtenances, are of

equal weight; and (3) the distances L and U of figure 37 are equal.

i ->kFigure' 37.

If condition (1) is not met, the unloaded weighbeam will not balance ; that is, it will fall or tend to fall to either the right or the left. If

condition (2) is not met, the application of the pans and their appurtenances to the end knife-edges of the perfectly balanced, unloaded

weighbeam will similarly throw it off balance. (It may be noted here

that a deviation from condition (1) may be exactly offset by a deviation from condition (2) , and this is one case wherein two wrongs make

a right, only, however, if the same pan and appurtenances are always

applied to the same end knife-edge.) And if condition (3) is not met,

the application of equal loads to the pans of the perfectly balanced

assembly will similarly throw it off balance.

Stability, the second essential characteristic, is obtained when

the center of gravity of the weighbeam assembly lies below the

point or line about which the weighbeam oscillates. Referring again

to the NSMA glossary, we find

:

stable Equilibrium, n. A condition of balance in which, when a weighbeam

or indicator is displaced from its position of equlilbrium and left free without

disturbance, it either returns to its original position or oscillates about it.
Thirty-first Conference on Weights and Measures 73

It is probably unnecessary for me to remind you that all commercial weighing devices in this country are required to be in stable

equilibrium under practical conditions of use. Eeferring again to figure 37, it will be readily apparent that, if the

center of gravity coincides with the knife-edge of the fulcrum

pivot, the weighbeam will remain in any position where it is

placed—a condition known as neutral equilibrium. If the center

of gravity lies above the knife-edge of the fulcrum pivot, then the

weighbeam will tend to overturn upon the slightest displacement

from the horizontal—a condition known as unstable equilibrium.

But if the center of gravity lies below the knife-edge of the fulcrum

pivot, the weighbeam will, when displaced from the horizontal.

tend to return to the horizontal, and it is this condition, already

defined as stable equilibrium, which is required.

Sensitiveness, or the responsiveness of the weighbeam to a small

change in load, is the third essential characteristic, and is quite

closely related to the second essential characteristic, stability. Without taking your time to explore the mathematics of the matter, your

attention is invited to a few diagrams, from which some general conclusions may readily be drawn.

In figure 38, let point G represent the center of gravity of the

unloaded weighbeam. We have already seen that, for stability, point

G must lie below the knife-edge, F, of the fulcrum pivot, and, for

truthfulness, point G must lie in the vertical line through point F

when the weighbeam is horizontal. Now, assume a small weight,

p, applied at the knife-edge of the right-hand end pivot. This

weight has a definite moment about point F, and tends to turn the

weighbeam in a clockwise direction to some new position, which
74 National Bureau of Standards

we can assume is represented by the dotted lines. (The conditions

shown in all of these figures are purposely exaggerated.) It will

be obvious that weight p remains constant, and that TP, the weight

of the weighbeam (considered as concentrated at point 6r, its center

of gravity) likewise remains constant. However, as the weighbeam

is turned from the horizontal, point G is moved to a new location,

which we will call G', where it has a moment arm with respect to

point F equal to the distance G'H, and at the same time the moment

arm of weight p decreases to the distance B'K. Equilibrium results

when the moments of W and p about point F become equal. This

being so, it becomes obvious by inspection that a given weight or

force acting at the knife-edge of pivot B will produce a greater

angular displacement of the weighbeam (a) the longer the weighbeam is, (b) the lighter the weighbeam is, or (c) the closer together

points G and F are to each other.

Incidentally, consideration of figure 38 will help us to understand

the relation between high center of gravity and instability, since it

will be seen that, if point G lay above point F, the moment of

weight W would be acting in the same direction as the moment of

weight p and helping to overturn the weighbeam.

Now let us see what happens when this weighbeam is loaded. Since

we are here assuming both perfect knife-edges and frictionless bearings, we may properly assume that the effect of any load hung from

an end knife-edge is the same as though that load were concentrated

exactly at that knife-edge. Moreover, since we have assumed that

the distances from the end knife-edges to the fulcrum knife-edge are

equal, it follows that equal load will be applied to the end knifeedges to keep the weighbeam horizontal, and therefore that the center

of gravity of the total applied load will lie where the horizontal line

through the end knife-edges intersects the vertical line through point

F. There are three general cases which are to be examined—(1)

where the knife-edges of the three pivots lie in the same plane; (2)

where the fulcrum knife-edge projects through the plane of the other

two knife-edges; and (3) where the fulcrum knife-edge fails to meet

or cut the plane through the other two knife-edges.

In figure 39, the knife-edges of all three pivots are seen to lie in

the same plane. The center of gravity of the unloaded weighbeam is,

as before, at point G. The center of gravity of the applied load lies

at point Q, which in this case coincides with point F. The resultant

center of gravity of the entire assembly lies at point R, which is somewhere between points G and Q. The weighbeam has been turned

from the horizontal by the same small weight p which we used in the

previous case. Now let us assume that the total applied load exactly

equals the weight of the unloaded weighbeam. The effect of this

assumption is to locate point R exactly midway between points G and

Q, and to concentrate at point R exactly twice the weight which we

previously considered as being concentrated at point G. From this

we can prove that the moment tending to restore the weighbeam to

the horizontal is exactly the same as it was in the previous case, and

the moment tending to displace the weighbeam from the horizontal

is exactly the same as it was in the previous case. In other words,

this weighbeam will theoretically be equally sensitive under all loads

and will be stable under all loads.
Thirty-first Conference on Weights and Measures 75

In figure 40, we use the same designations as were used in figure

39, but here the knife-edge of the fulcrum pivot is seen to project

through the plane of the knife-edges of the end pivots, and the

weighbeam is said to have "closed range." Point R falls between

Figure 40.

points G and as before, but point F already lies between points

G and Q. Hence, with increase in applied load, point R moves toward point Q, and up to the time that points R and F coincide, this

weighbeam becomes more sensitive as load is applied to it. However,

if enough load is applied to make points R and F coincide, neutral
76 National Bureau of Standards

equilibrium will result ; and if the load be still further increased, the

position of point B will be above that of point F, and we will have

unstable equilibrium.

In figure 41, we again use the designations that were used in figures 39 and 40, but here the knife-edge of the fulcrum pivot is at all

times above the plane through the knife-edges of the end pivots, and

the weighbeam is said to have "open range." In this case, no matter

how great the applied load, point R can never lie quite as high as

point and investigation will show that the weighbeam, though

always stable, will become less sensitive as the applied load increases.

p

Figure 41.

From a consideration of figures 39, 40, and 41, the positioning of

all three knife-edges in the same plane would seem theoretically to

be the best construction, and, as a matter of fact, many delicate balances are so made. However, constant stability and sensitiveness

are, in general, only theoretically possible. Practically, we have a

certain amount of friction between even apparently perfect knifeedges and their opposing bearings, and, in addition, a slight bending of the weighbeam as load is applied. A weighbeam constructed

with all three knife-edges in the same plane when unloaded, develops

open range when even slightly distorted by applied load, and becomes less sensitive as the applied load is increased. In practice,

therefore, it is customary to position the fulcrum pivot so that its

knife-edge projects slightly through the plane of the end knifeedges, and this has the added advantage of permitting a slight

amount of wear of the knife-edges before the weighbeam becomes

unusable.

It is of some interest at this point to note that, in the manufacturing development of a new pattern of weighbeam, it frequently happens that the precise vertical position of the pivot knife-edges will
Thirty-first Conference on Weights and Measures 77

not be indicated on the detail drawings until after a specimen

weighbeam has been made up and its action, both unloaded and

loaded, has been exhaustively observed.

Also of interest, and of somewhat greater practical importance

to some of you gentlemen, is another point. We often hear the expression "sharpen (or resharpen) the pivots" of some element of a

scale. Admittedly, the pivot knife-edges of a weighbeam must be

relatively sharp, but, if they do become dull, "open range" immediately tends to result, and "sharpening" will not only never correct

this, but may even increase the openness of the range, thus making

the weighbeam actually less sensitive, both unloaded and loaded.

Not even a preliminary discussion of weighbeams, such as this,

would be complete without some consideration of pivots and bearings. The shape of pivot used in the commercial weighbeam will

Figure 42

usually be either "chestnut" or nominally "square", depending to

some extent on the maker's manufacturing methods. Either shape

is readily adaptable to the formation of an acceptable knife-edge,

and it will be seen from figure 42 that the knife-edge angle will approximate 90 degrees (never more than that in this country) for the

square pivot, and from 50 to 60 degrees for the chestnut pivot. The

angle selected will be to some extent influenced by the anticipated

load intensity and the abuse to which the knife-edge may be subjected ; in general, the larger the knife-edge angle, the more load per

inch the knife-edge will be able to carry, and the more abuse it will

withstand, but the less sensitive the weighbeam is apt to be.

Bearing surfaces used to oppose pivot knife-edges are usually of

one of the three forms indicated in figure 42, and these are known,

respectively, as "flat", "concave", and "V." Two modifications of the

V-bearing are often found, where the bottom of the V is, respectively,

either concave or a narrow flat.

Perfect sharpness of a knife-edge is possible only in theory—never

in practice—even in manufacture. Moreover, even if a perfect knifeedge were commercially producible, it would remain so only until

the first load was applied to it. Several years ago, some very interesting experiments with hardened steel knife-edges and bearing sur423341—42 7
78 National Bureau of Standards

faces, performed at the University of Illinois, indicated that, when

the knife-edge of a pivot is pressed against an opposing bearing of

equal or greater hardness, the knife-edge will flatten by plastic now

until it develops a finite area, sufficient to transmit the applied load

without exceeding the critical unit bearing stress which is peculiar

to the material, hardness, and included angle of the knife-edge. For

90-degree knife-edges of hardened steel, this critical unit bearing

stress was found to be about two-thirds of a million pounds per

square inch. Now, this figure is impressive in size, and with so large

a unit stress, only a relatively small area in contact is required to

carry the applied load, but—and this is the essential point—even

though small, the area is finite, and its dimensions are therefore

finite—from which it follows that even a new knife-edge has a finite

width which tends to increase through wear and corrosion as the

device is used.

The actual design figures for allowable loads per linear inch of

knife-edges in weighbeams are probably largely empirical and, for

a given class of scale as produced by a given manufacturer, will

probably represent that manufacturer's judgment of the matter in

the light of the sensitiveness and longevity which he may claim, or

which he knows will be required, for the device.

Now, of course, when a knife-edge is pressed against an opposing

bearing, there is deformation of the hearing surface as well as of

the knife-edge, and it is probably reasonable to represent the adjoining surfaces somewhat as shown in figure 43, which, as you are again

reminded, greatly exaggerates the matter. If the reasonableness of

this representation be admitted, then oscillation of either part with

reference to the other will be seen to have the characteristics of a

shaft turning in a journal bearing—and this justifies the often-heard

expression, "knife-edge friction."

Let us see now what may happen if the knife-edge of figure 43 is

opposed by other than a flat bearing. Figure 44 illustrates in greatly

exaggerated form a pivot whose knife-edge is slightly rounded, as in

the previous case, but opposed by a concave bearing. The knife-edge

has been forced up the arc of the bearing and is prevented by sliding

friction from resuming its designed position. Since the knife-edge is

slightly rounded, its actual contact with the bearing surface is through

the line xx\ rather than through the line yy\ and the effective length . of the lever arm is accordingly changed by the small distance a. Herein we see the clue to many cases of "balance change" and failure to

repeat weight indications exactly.

Figure 43.
Thirty-first Conference on Weights and Measures 79

From this, it would appear that a flat bearing surface is theoretically ideal. In practice, however, the presence of horizontal forces

makes the use of flat bearings entirely impracticable (except in cer- tain special classes of devices), and the concave or V-bearing, even

with objectionable features, has to be adopted.

s

X* H'

Figure 44.

From this brief and sketchy discussion of fundamentals of weighbeam design, let us turn to what we more usually think of when we

use the term "weighbeam." In figure 45 we have a diagrammatic

V

D

Figure 45.

representation of a generalized conventional weighbeam, with four

pivots, a balance ball, a poise, a counterbalance hanger, and a counterpoise hanger. All weighbeams need not have all of these elements,

but they will all be discussed here, even if briefly, for the sake of

relative completeness.
80 National Bureau of Standards

Starting at the left side of the figure, we first note pivot A, known

as the counterbalance-hanger pivot. The horizontal position of this

pivot is usually not a matter of primary importance, since weight applied to it will serve only to aid in balancing the assembly under zero

applied load, and will ordinarily not be altered after the device is

placed in service. However, it has already been pointed out, that, in

general, the effective weight of the weighbeam assembly should be as

small as consistent, if sensitiveness is to be readily attained. Hence,

the knife-edge of this pivot will be as distant from the knife-edge of

fulcrum pivot F as convenience of manufacture will permit (thus affording any weight applied at this pivot as long a moment arm as

practicable) , and in any event far enough away from the knife-edge

of load pivot L that a hanger applied to pivot A will be entirely clear

of the beam rod and its hook.

Next in order, we note balance ball B. This device, usually movable along a threaded spindle (by manual rotation of, preferably, the

spindle), is provided to aid in balancing the assembly exactly under

zero load. It is important that there be no accidental change in the

position of the balance ball after the assembly has been balanced, and

equally important that the arrangement permit convenient rebalancing at any time, especially when scales are located where the actual

weight of the load-receiving element is subject to frequent change

due to moisture, spillage, etc.

Another and more incidental function which many balance balls

have is that of vertical adjustability, and this permits slight alterations in the height of the center of gravity of the weighbeam assembly.

It should be kept in mind, however, that such alterations can be only

slight, since their sole purpose in the field would be to make the as- sembly more sensitive, and, at the same time, the more sensitive

the assembly is, the lighter the balance ball must be in order to be

practically convenient for balancing purposes. Therefore, the actual

weight of the balance ball must be relatively small as compared with

the effective weight of the entire weighbeam ; moreover, circumstances

of design tend to limit the vertical distance through which the height

of the balance ball may be adjustable. Therefore, raising or lowering

the balance ball is not "cure-all" for a weighbeam having unsatisfactory action, and at best is effective only within very narrow limits.

The next essential element to be noted in figure 45 is load pivot Z.

This pivot exactly corresponds to one of the end pivots of an equalarm balance, and the distance of the knife-edge of this pivot from

the knife-edge of fulcrum pivot F (known as the fulcrum distance)

is the most important linear dimension of the weighbeam. If the

weighbeam is to be truthful, this distance must be made and maintained exactly.

It is to the knife-edge of load pivot L that the beam rod is connected,

and it is consequently this pivot which receives the pull due to the

weight of the empty load-receiving element and the levers themselves

(the dead-load pull), and also the additional pull due to the applied

load. Conventional design practice requires that, for all large-capacity

scales other than portable scales, a definite multiple be established to

the knife-edge of this pivot; that is, depending on the type of scale,

a pull of, say, 1 pound on the beam rod must correspond to some definite applied load on the load-receiving element of the scale, as, for
Thirty-first Conference on Weights and Measures 81

example, 10 pounds, 50 pounds, 100 pounds, 400 pounds, etc. The

actual multiple to the beam rod will, of course, be the product of the

ratios of the levers in train between it and the load-receiving element.

Thus taking merely for example a certain railway track scale, it is

found that the designed ratios of the levers in train are : Main levers,

6:1; longitudinal extension levers, 8^:1; transverse extension lever,

2:1; shelf lever, 5:1. The product of these ratios is 500:1. Hence,

assuming mechanical perfection in the assembly, 500 pounds applied

to the load-receiving element will produce a pull of exactly 1 pound

in the beam rod ; and, hence, any weighbeam designed for a multiple

of 500:1 at the knife-edge of its load pivot, and being otherwise appropriately designed, will indicate correct weights if connected to this

lever system—subject, of course, to slight adjustment to compensate

for unavoidable mechanical imperfection. It is this standardization

which permits the ready and convenient interchange or replacement

of weighbeams, or permits the shop overhauling of a weighbeam by

itself without requiring the entire lever system to be sent to the shop

with the weighbeam.

It is understood that some scales are in service where each weighbeam is individually sealed to its respective lever system, with no attempt to maintain a definite multiple at the beam rod. Such a scale

is susceptible of being made to weigh as accurately as the type just

discussed, but is not readily or economically repairable when this

becomes necessary.

Fulcrum pivot F is next noted in the weighbeam of figure 45. This

corresponds exactly to the fulcrum pivot of the equal-arm weighbeam

discussed earlier, and all of the observations previously offered will

apply here by extension.

Next in order in figure 45 is noted the poise, P. This, primarily and

importantly, is an element of definite weight, movable longitudinally

along the weighbeam, and having a definite terminal position (known

usually as its zero position). The poise will ordinarily be provided

with an index, cooperating with a series of uniformly spaced graduations on the bar along which the poise is movable, arranged and

marked appropriately to represent weight values. Especially in largecapacity scales poises are not interchangeable, but are individually

sealed to the, weighbeams with which they are respectively furnished.

It has already been mentioned that the poise will be of definite

weight, and that it is important that it be so. True enough, the scale

owner or the weigher will rarely care and may never know how much

the poise actually weighs. However, consider that a scale is a mechanical device for ascertaining the weight of a certain quantity of

material. If a poise indication contributes in any way to that ascertainment (and it often does), then we should revise our definition of

a scale and say that it is a mechanical device for ascertaining the relation between the weight of the poise and the weight value which we

are seeking, and indicating that relation in some convenient system of

weight units. Obviously, then, if the weight of the poise is at all

different from what its designer intended it to be, its value as a standard for comparison is destroyed, and the scale is inaccurate. A poise

is entitled to all the respect becoming to a formal mass standard.

Let us take just a moment to see how the proper weight of a poise

is arrived at by a designer. Four factors are involved—(1) the
82 National Bureau of Standards

multiple to the knife-edge of the load pivot of the weighbeam; (2)

the fulcrum distance of the weighbeam; (3) the distance through

which the poise shall move from its zero position to the position at

which it indicates its greatest weight value; and (4) the difference

in weight indications corresponding to that linear movement. (Since

the scale is required to be truthful, the difference in weight indications just mentioned must equal the change in the weight value of

whatever is on the load-receiving element.)

Now, assume the weighbeam of fig. 45 to be weightless, except for

the poise. On this assumption, and when the weighbeam is in perfect

balance with the poise at its zero position, the "dead-load pull ' times

the "fulcrum distance" must be exactly equal to the "poise weight"

times the "distance from its zero position to the knife-edge of fulcrum

pivot F? Expressing this in simple algebra, we have

:

Df=Pz.

Now, assume that a load equal to the desired weighbeam or poise

capacity is applied to the load-receiving element, and that the poise

is moved away from its zero position by the contemplated distance

(known as the "run" of the poise, and here designated as r) , and so

that its weight indication equals the applied load. This gives us the

basis for a new equation. The total force acting on the knife-edge

of load pivot L has been increased by the amount G/M (where G

is the applied load equal to the weighbeam capacity and M is the

multiple to load pivot Z), and the distance from the poise to the

fulcrum knife-edge is now z+r instead of z. Assuming the weighbeam again to be in perfect balance, our new relation may be

expressed

:

(D+G/M)f=P(z+r),

which may be rewritten as

(Df) + (G/Mf) = (Pz) + (Pr).

From the first equation, however, we know that (Df) = (Pz), so these

terms may be cancelled from our newest equation, and this leaves us

with

G/Mf=Pr,

which becomes, by transposition

t Mr

which may be expressed as "poise weight" equals the product of

"weighbeam capacity" times "fulcrum distance," divided by the

product of "multiple at load knife-edge" times "poise run."

It may be observed here that this simple little equation applies to

any poise—main, tare, or fractional—as long as proper selection of

G and r are made

M and / being, of course, fixed for a specific weighbeam. Moreover, since distance z from the zero position of the poise

to the fulcrum knife-edge completely disappeared in the development of the equation, it is apparent that the actual location of the

zero position does not affect the situation, and from this it is apparent

that the zero position may be to the right or to the left of or at the

fulcrum knife-edge, and that the permissible poise travel may lie
Thirty-first Conference on Weights and Measures 83

entirely on one side of the fulcrum knife-edge, or may extend from

a point on one side of that knife-edge to some point on the other

side of it—all without disturbing the equation. And, finally, the

equation still holds for an unloading weighbeam—that is, one where

the zero position of the poise is at that end of its travel which is

farther from the weighbeam fulcrum, and where the weight indications represent load removed, rather than load applied as in conventional arrangements.

Expressed in words, our equation tells us that the weight of our

poise must increase exactly in proportion as the weighbeam or poise

capacity is increased, or as the fulcrum distance is increased, or as

the multiple at the knife-edge of the load pivot is decreased, or as

the run of the poise is decreased. Different people have different

ways of remembering this relation; a weighbeam designer recently

commented to me that he liked to remember "poise weight" times

"poise run" times "multiple at load knife-edge" equals "weighbeam

capacity" times "fulcrum distance."

A moment ago, passing mention was made of fractional poises,

and these and the circumstances which necessitate them should be

briefly considered. Especially for large-capacity scales of the beam

type, it is rather common to furnish full-capacity weighbeams—that

is, weighbeams on whose bars the entire nominal capacity of the scale

is represented and with which no counterpoise weights are intended

to be used. As is the case with any other weighbeam, the value of

the minimal graduation will be dictated by custom, trade demands,

or purchase specifications. However, the necessity of representing

the entire nominal capacity of the scale on the weighbeam itself, in

conjunction with the requirements of "clear interval between graduations," readability, precision of positioning the poise at individual

graduations, economical and/or convenient length of weighbeam, and

other considerations, have led to two solutions, slightly different in

appearance but fundamentally alike. These two solutions have in

common the provision of a relatively heavy poise, known as a main

poise, cooperating with a series of main graduations, and a relatively

light poise, known as a fractional poise, cooperating with a series

of subordinate graduations marked on a separate bar and, further,

the requirement that the indications of both poises must be added to

arrive at the weight value indicated. The essential difference between the two solutions lies in the fact that, in the one (see fig. 46)

the fractional poise and the bar along which it is movable are parts

of the main poise, while, in the other (see fig. 47) the two poises are

not mechanically related, although both bars are necessarily integral

parts of the weighbeam assembly.

The bar along which the fractional poise is movable may be either

notched or smooth (sometimes the notches are formed in the fractional

poise itself) , but the bar along which the main poise is movable will

practically without exception be notched. This is done in order to

attain for the main poise a convenience of use and a ready and accurate means of positioning it at any normal weighing position which

will be consistent with the precision of positioning the much lighter

fractional poise and reading its weight indications. When notches are

provided for any poise, of course, the seating of the pawl or latch into

the notch, rather than the coincidence of index and graduation, governs
84 National Bureau of Standards

the position of the poise for any individual weight indication. For this

reason, on a notched weighbeam bar, it is not strictly necessary that

there be perfect coincidence of index and graduation when the poise is

at any normal weighing position ; however, in no case should the lack

of absolute coincidence be such as to cause any question as to the indicated weight value.

Figure 46.

For notched weighbeams of large-capacity scales, it is customary and

proper to make the main notches at 1,000-pound intervals or 100-pound

intervals and then to make the fractional-poise capacity equal to that

interval—or, sometimes, to that interval minus one graduation on the

fractional poise or bar. The latter is always done when the weighbeam

is to be provided with type-registering means, due to practical con-
Thirty-first Conference on Weights and Measures 85

struction requirements. Occasionally, what is known as a double-slide

poise will be found, embodying two fractional poises ; for example, if a small value is required for the minimal graduation and a relatively

large value is assigned to the notch increment for the main poise, an

unduly long fractional poise might result if this were to be single ; in

this case, the designer may elect to provide an intermediate fractional

poise, the graduation interval of which will equal the total capacity of

the smaller fractional bar, and the total capacity of which will equal the

notch interval for the main poise.

On notched weighbeams, the distance ^center to center of notches

on the same bar or poise will always be found to be some simple fraction of an inch (that is, for example, y2 inch rather than 1 %2 inch

or 17/32 inch), and this is so on account of the characteristics of the

machines used in this country for forming the notches. On main bars

of large capacity scales, no closer spacing than six notches to the inch

will ordinarily be found—this spacing being standard on weighbeams

of railway track scales of modern design. Vehicle-scale weighbeams

may be found with two, two and one-half, three, four, or five notches

to the inch. On some small-capacity scales with notched weighbeams

and single poises, a notch spacing of eight to the inch has been

observed.

It may be noted in connection with notch-value and notch-spacing

that a notched weighbeam will not and can not be made to indicate

weight values in two different systems of weight units, as, for example, in both pounds or multiples thereof and kilograms or multiples

thereof.

It is important that notch contour be uniform and that the pawl

or latch tip fit snugly into each notch. After all, notches and pawls

are but means to the end that successive normal poise positions be

equidistiant within close limits. Most poises on notched weighbeams

are provided with pawls which engage but one notch at a time, although a few poises will be found with what are known as multiplenotch pawls. As now being marketed, it is. understood that the latter

type of pawl will engage simultaneously some 15 separate notches,

and it is obvious that, as compared with a poise having a single-notch

pawl, the position of a poise provided with a multiple-notch pawl

will be much less affected by wear, distortion, or imperfect location

of any one individual notch. , And, finally, in figure 45, we note pivot G, known as the tip pivot

or the counterpoise-hanger pivot. This pivot will not necessarily be

found in weighbeams of the full-capacity tvpe, but will be found in

all weighbeams when all or part of the nominal capacity of the scale

is represented by counterpoise weights. In any event, when this pivot

is provided, the total multiple to its knife-edge should be a simple,

definite, and known or readily determinable figure. Multiples such

as 50, 100, 500, or 1,000 will be found to predominate, and in general

are to be preferred. However, a few scales are understood to be in

service where the multiple to the knife-edge of this pivot is 7,000

(or one of its larger factors) —the advantage of this figure being that

the number of grains applied on the counterpoise hanger will balance

exactly the same number of pounds applied on the load-receiving

element, with resulting convenience in certain test routines, especially

if the inspector has a set of grain weights But no decimal weights.
86 National Bureau of Standards

The counterpoise weights belonging to the scale and intended to be

applied as necessary to the knife-edge of this pivot by means of the

counterpoise hanger—and sometimes the hanger itself—are in the

same category as the poise of which we have already spoken, in that

they are mass standards, and that the scale itself is merely the means

of comparison of the weight of the applied load with their weight.

The scale may tell us—truthfully, withal—that a certain applied load

weighs exactly 1,000 times as much as a certain counterpoise weight

but that does not particularly enlighten us as to the actual weight

of the applied load unless we first know two things about the counterpoise weight}—(1) that it is accurate, and (2) that it is being used on a

scale for which it was designed. Counterpoise weights, like poises, are

essentially standards for comparison, and should be duly and accordingly respected.

Now, just a few observations as to the weighbeam in general. For

reasons outlined earlier in our discussion, the knife-edges of the sev- eral pivots will not necessarily all lie in the same plane ; in fact, if they

did, the weighbeam probably would not function satisfactorily. However, it is absolutely essential that each knife-edge be straight, and

that all the knife-edges be parallel under any normal condition of loading—and, just as a reminder, this includes parallelism both vertically

and horizontally. Pivots must be securely fixed in their respective

positions in the weighbeam. The knife-edge line of the fulcrum bearing must be level, so that in use, the weighbeam will not tend to "walk"

sidewise. There should be continuous contact between knife-edges and

bearing surfaces for the full designed length, and for this a really selfalining type of bearing is essential. The bearing steels should be

smooth, especially where they are intended to contact the knife-edges,

and should be so formed as not to "pinch" the knife-edges. There

should be no contact except along knife-edge lines between the weighbeam and any stand, loop, or bearing steel, or any interfering object.

The beam rod should pull vertically against the knife-edge of the load

pivot, and the beam rod, together with the shelf lever and the steelyard rod (when a shelf lever is used) , must be clear of all interference.

The contacts between loops and any hooks which may engage them

should be flexible. No magnetism should be present in either the

weighbeam or the trig loop. And the beam shelf should not deflect

under load to an extent that will affect the weighing performance.

Obviously, there are many things about weighbeams which deserve

careful attention, but which are outside of the scope of this presentation as announced in its introductory paragraph. If the interest of

the members of the Conference warrants, it is to be hoped that this

introduction to the subject may be followed up by treatment at subsequent Conferences of matters not discussed here. "Maintenance,"

"testing and adjusting," and "use" are three general, untouched subjects which suggest themselves at this time.

Even in this preliminary discussion, it has been necessary to cover a

relatively large field in an extremely limited time, and many interesting and important matters have merely been mentioned in passing.

To those in search of further written information on the subject or

specific phases of it, I can commend two books, neither of which, however, is readily available in this country, especially under present conditions. I refer to H. C. Walters' excellent translation of Dr. Brauer's
Thirty-first Conference on Weights and Measures 87

"The Construction of the Balance" (published by the Incorporated

Society of Inspectors of Weights and Measures, London) , and to "A

Treatise on Weighing Machines" by the late George A. Owen (published by Messrs. Charles Griffin & Co., Ltd., London). Mr. Owen's

method of presenting some of the fundamentals of weighbeam design

has been followed in this paper. In the reports of this Conference will

be found much interesting and informative material, and particular

reference is here made to "Notes on Scales" by C. A. Briggs (appearing on pages 135-175 of the report of the Eighth National Conference,

held in 1913) and to "A Demonstration Showing the Necessity of Maintaining Scale Levers Level and the Lever Connections Plumb" by

Charles C. Neale (appearing on pages 34-39 of the report of the Ninth

National Conference, held in 1914)

.

LOCAL "MASTER" VEHICLE SCALES

PAPER OF LOUIS E. WITT, SEALER OF WEIGHTS AND MEASURES, CITY OF

MILWAUKEE, WISCONSIN

The value of a local master vehicle scale is, of course, patently manifest to all of you as experienced weights and measures officials. Its

applications to augment good weights and measures supervision are

many and varied. It is the purpose of this paper to cite to you a few

concrete examples of how such a master scale may be used to promote

accuracy in large-capacity weighing and also how it may be used to

safeguard the interests of the local or city government itself.

The Weights and Measures Department in the city of Milwaukee has

had in operation a master motor-truck scale for more than 20 years.

The scale is a 20-ton single-beam scale. It is in charge of an official in

the Bureau of Weights and Measures who is known as the City Weighmaster. The Weighmaster is bonded and issues official city weight

certificates, in duplicate, for each load weighed for a small fee. (We

do not have in effect in Milwaukee a fee system for our regular weights

and measures inspection service.) This master scale is maintained at a

high degree of accuracy and efficiency. It is truly a master scale.

We in Milwaukee do not have a large-capacity vehicle-scale testing

equiment of the type owned and operated by the National Bureau of

Standards and which has recently been acquired by some of the State

jurisdictions. Our heavy-duty testing equipment consists of a 2-ton

truck with 5,000 pounds of 50-pound test weights. Our vehicle-scale

tests, as a result, are made by sheer man power. This work of testing

all the commercial heavy-duty scales and vehicle scales in the city takes

a little more than 2 months each year, using a crew of two weights and

measures inspectors and two temporary laborers who have been hired

for that purpose. The inspectors assigned to this duty give each vehicle

scale in the city a very careful and thorough inspection, and test most

of these scales almost to capacity by the use of heavy strain loads

which are usually available.

This brings us to the first use to which our scale is put as a "master

scale." Each morning, before starting out on the work of testing

vehicle scales, the inspector in charge of the work obtains the gross

weight of our vehicle-scale testing outfit by weighing it on the master

scale. It is obvious that this gross weight must be accurate because

it is used as a test weight.
88 National Bureau of Standards

Most of the large coal companies in the city, rail and dock operators alike, regularly, several times a week, will weigh a largecapacity truck, heavily loaded with coal, over their own scales and

will then send the truck to the master city scale to be reweighed, in

this manner keeping a constant check on the accuracy of their own

scales at all times.

Asphalt-paving contractors who use large-capacity hopper scales

to weigh the various ingredients, such as sand, asphalt, tar, etc., which

make up the paving mixture, frequently send a heavy truck load

of their paving mixture, which has been weighed in their own hopper

scales, to be reweighed on the master city scale, in this way checking

the accuracy of their hopper scales at frequent intervals. The value

of such check-weighing is apparent when we consider the adverse

conditions under which these hopper scales are used : bearings, pivots,

and levers are constantly collecting an accumulation of tar, sand,

cement, etc., with resultant serious impairment of the efficiency and

accuracy of the scale.

In the same manner, and for the same reasons, the operators of our

large cement storage elevators check the accuracy of their hopper

loading scales.

The large breweries in the city check their hopper scales against

our master scale by the same method. It is vitally important that

these hopper scales be kept accurate, not only because of the high

cost of the grains and malts which are weighed in them, but because

accuracy is necessary in blending the various types and kinds of beer.

Our Purchasing Board, in letting contracts each year for the thousands of tons of coal used by the city, specifies in these contracts that

every load delivered to the city must be accompanied by a "city"

weight certificate instead of the usual delivery tickets which are issued

by the companies for the protection of the consumer in compliance

with our weights and measures ordinance. A large percentage of the

coal purchased by the city is actually weighed over the master scale.

In addition, however, we do have, located at strategic points throughout the city, other scales, privately owned, which have been designated by action of the Common Council as "city" scales, which are

in charge of experienced, bonded weighers who also issue "city" certified weight tickets. These privately owned, so-called "city" scales

are, of course, kept under the constant scrutiny of the Bureau of

Weights and Measures and the weighers in charge of these scales frequently check their scales with the master city scale as hereinbefore

described. The use of these so-called "city" scales by vendors who are

selling coal to the city materially cuts the vendors' hauling costs because in many instances the vendor's dock or yard or the point of delivery itself might be a considerable distance from the central location

of the master scale.

The city also sells large quantities of salvaged scrap metals, such

as iron, steel, copper, brass, etc. This scrap metal is sold by the

various boards, commissions, and city departments, such as the School

Board, Buildings and Bridges Department, Water Department, Bureau of Electrical Service, etc. Every single load of the salvaged

scrap material, which is purchased by large scrap-metal dealers, must

be weighed on the master city scale to protect the interests of the city.
Thirty-first Conference on Weights and Measures 89

The general public also utilize the master scale. Many thousands

of loads of materials of all kinds are weighed on the scale each year

;

an official "city" weight ticket is issued for each load for a small fee,

as has been previously mentioned in this paper. Such use of the

master scale almost entirely eliminates disputes and claims on the

part of buyers or sellers—claims which would otherwise, very likely,

be brought to the Sealer's office for investigation and settlement or

adjustment.

Most of the motor-transport companies operating out of or through

Milwaukee, weigh all of their loads, or weigh each portion of the

load as it is made up from the various shippers, on the master city

scale. The official city weight certificates issued to these transport

truckers are also very important from the standpoint that they protect the transport companies and their drivers against highway overload violations in Wisconsin and other States. Highway-load inspectors usually accept our official weight certificates at their face

value without making further check of the loaded transport trucks.

In conclusion, then I would say that our local master scale has

proved to be a valuable adjunct to our weights and measures supervision and inspection in promoting accuracy in large-capacity weighing.

PAPER OF P. J. HUNTER, CHIEF INSPECTOR, BUREAU OF WEIGHTS AND MEASURES,

COUNTY OF ALLEGHENY, PENNSYLVANIA

The subject assigned me, "Local Master Vehicle Scales," is one that

I may exhaust in considerably less than the 7 minutes allotted, principally because I, too, am seeking more light and information on the

subject.

I recall that in 1939 the National Bureau of Standards installed a

new master autotruck weighing scale which they bought on open bidding, based on AREA specifications for the use of the bureau in basic

weight studies and for referee weighings. The bureau's recommendations are covered thoroughly in form NBS 256, entitled "Selection,

Installation, and Maintenance of Vehicle Scales." These recommendations should be carefully followed by any State, county, or city weights

and measures activity having in mind the purchase of a "master scale."

However, I believe the members of this Conference would be deeply interested in having the bureau relate their experience with and the use

of the "master scale" in the work of the bureau.

The desirability of having a "local master scale" is a subject on which

I can give little light. The duties of a weights and measures inspector

vary widely from those of the National Bureau. Ours is more a "police"

task than "basic weight studies and referee weighings." Possibly some

of the members of this Conference now have a local master scale, and

I should be interested in knowing how effectively this is applied to their

work in the field.

Neither the County of Allegheny nor the metropolitan city of Pittsburgh, which is within its boundaries, has a local master scale. Allegheny County and the city of Pittsburgh are properly bracketed as the

industrial metropolis of the world wherein heavy-duty weighing is a

very prominent factor. When heavy-duty weight controversies arise

in our own area, it is our custom to test the scales involved with stand-
90 National Bureau of /Standards

ard test weights. In my opinion, this simple but practical method

serves a more flexible purpose than a local master scale. However,

that is an opinion I should like to have discussed by this Conference.

The major industrial and mining activities in Allegheny County are

scattered over an area approximating 30 miles, and I should like to

hear suggestions as to the practicability of bringing disputed weight

cases to a centrally located local master scale. Frankly, if I were to be

asked by my superiors where such a scale should be located in Allegheny County, I would find the question a very difficult one to answer,

because our industrial coal and iron establishments are scattered over

such a great area. However, if the experience of others indicates that

more effective enforcement of weights and measures can be obtained

through local master scales, the problem of convenient location is

secondary.

I realize that my observations on this subject are not constructive,

but I must bear in mind that, like many others here, I am seeking information rather than appearing as an authority on this subject.

PAPER OF H. V. HAYMAN, ASSISTANT SEALER OF WEIGHTS AND MEASURES, CITY

OF NORFOLK, VIRGINIA

For the purpose of this discussion, I wish to define a local master

scale as a large-capacity vehicle scale owned and operated by a city,

county, or other political subdivision.

There is a very acute need for scales of this character in many cities

and counties. In the absence of such a scale, the local weights and

measures official necessarily must depend on some privately owned

scale for all check weighing operations. Since a privately owned

scale is not maintained and operated under constant supervision of

the local weights and measures official, the accuracy of the scale may

be questioned, except in cases where the official has been able to make

an adequate test immediately preceding any check-weighing operation.

The average city or county is not in a position to provide itself with

adequate facilities for making proper tests on scales of large capacity.

Generally speaking, most cities and counties are dependent upon the

State testing unit for the inspection of their heavy-duty scales. These

inspections are usually made on an annual or semiannual basis. In

the meantime, the local official is without any suitable yardstick by

which to gauge the performance or the use of the privately owned

scales in his jurisdiction. Certainly most cities and counties are

large purchasers of bulky materials, such as coal, sand, gravel, readymixed asphalt, and other commodities of a similar nature. It would

seem that it would be nothing more than sound business practice to

provide the necessary facilities to check on the accuracy of weights

delivered.

One can easily conceive of circumstances where a scale used for this

purpose might very readily pay for itself in a short time. Purchases

made by local governments are usually made on bid. For this reason,

the margin of profit is necessarily small, and this may present a

strong temptation for the low bidder to increase his profit by delivering short weight.

In many instances it is necessary for transportation agencies to

obtain an official certificate of weight, especially on interstate ship-
Thirty-first Conference on Weights and Measures 91

ments. In a great many localities it is impossible to secure these

official certificates owing to lack of adequate weighing facilities, and

the certificates must then be obtained en route or at destination, which

may result in misunderstandings.

Private individuals naturally purchase scales to suit their particular needs. A local master scale should be of such design, construction, and capacity as to adequately take care of any load which may

legally be moved over the public highway. A local master scale

should not be just any standard type, but should conform to certain

well established requirements in design, construction, and installation. A recording beam device perhaps should be considered because

of its obvious advantages. For this reason, we believe that if a scale

is to be designated as a master scale for any locality, the installation

should serve two purposes : First, that of affording a means of checkweighing loads to verify the accuracy of scales, or for law enforcement; and second, to provide an exhibit of a motor-truck-scale installation which, if followed by commercial scale owners, will provide them with scales and installations" which will insure correct

weights and satisfactory service.

We would therefore recommend that the scale pit be made sufficiently deep, with easy access and proper lighting, to permit a clear

observance of all the essential details of the scale design and installation; for such an installation would not only establish confidence in

the equipment but woud be of great educational value to those contemplating new scale installations.

I do not think it is necessarv for me to reiterate all of the factors

that should be considered in connection with local master scales. I

cannot emphasize too strongly the importance of pamphlet NBS 256

issued by the National Bureau of Standards and the current specifications of the American Railway Engineering Association, usually

referred to as the AREA.

In closing, I wish to urge all cities, counties, and other political

subdivisions to maintain local master scales of large capacity and

long platforms, properly installed in all respects so that the installations will be regarded as models for others and as scales of which the

weights and measures officials may be justly proud.

Mr. Spinks. You men are supposed to set a standard for scale

users, and you have gone on record as approving the AREA scale.

I think you should go on record as approving the AREA scale for

a master scale, and not approve any scale as a master scale unless it

is an AREA scale.

Another point that you could include would be a requirement for a

5-pound minimum graduation on a master-scale weighbeam. The

Packers and Stockyards Division of the Department of Agriculture

have specified that for stockyard scales, the scale manufacturers have

produced scales that will weigh accurately to 5 pounds, and there are

hundreds of them in successful operation throughout the country.

It has been suggested that you pick out a good commercial installation and designate that as your master scale in the absence of a

State-owned or city-owned master scale. I think this Conference

should go on record officially as opposed to designating any scale as

a master scale unless it is an AREA scale.
92 National Bureau of Standards

PLATFORM OVERHANG OF VEHICLE SCALES

By C. L. Richaed, National Bureau of Standards

The subject of "Platform Overhang of Vehicle Scales" was scheduled for discussion at this Conference, first, because a technical study

has indicated that the factor of platform overhang, or projection of

the platform beyond the main load bearings, causes or contributes to

some of the mechanical faults common to many vehicle scales now

being marketed, and second, because our field investigations have disclosed several instances where improvised or modified vehicle scales,

because of excessive platform overhang, may be grossly inaccurate

under some circumstances of use even though they are found to be

substantially accurate under ordinary methods of test. Accordingly,

it seemed advisable to present the subject to you in order that you

might be better enabled to judge the desirability and feasibility of

formulating regulations to control construction and use of scales with

excessive platform overhang.

Objective study of the subject and decision as to what constitutes

excessive platform overhang involve a consideration of the rather

special functions which a vehicle-scale platform must perform and

an analysis of the forces to which the component parts of the platform structure are subjected when vehicle loads move on, across, and

off a vehicle scale. For vehicle scales differ from all other forms

of weighing machines with respect to the manner in which their

platform loads are imposed, sustained, and relieved. Thus (1) loading and unloading of a vehicle scale is effected, not gradually or in

numerous successive stages, but abruptly in but two, or sometimes

three or four, stages of considerable magnitude as wheel and axle

loads move on or off the scale. (2) Throughout the entire cycle of

loading, weighing, and unloading, the load forces applied to the

platform are in the form of highly concentrated wheel-loads and there

is no semblance of uniform load distribution. (3) The circumstances

of use are such that considerable eccentricity of loading with respect

to the scale sections and parts of the lever system is inevitable. It

will be important to bear in mind throughout this discussion that the

platform of a vehicle scale must not only properly sustain static loads

during weighing procedure and transmit the true load forces to the

scale lever system, but must also comprise a bridge or section of the

roadway which permits heavy traffic intended for weighing to move

on and off the scale without damage, derangement, or other abuse of

the scale parts. The degree of adequacy with which the platform

performs both these functions is materially influenced by the platform overhang factor, as will be demonstrated presently.

To simplify presentation of the subject there have been prepared a

few drawings which will illustrate graphically the load forces on the

platform supports when motor vehicles are driven on, across, and off

some typical vehicle scales with overhanging platforms. Unless

otherwise stated, the load forces I shall mention are static live-load

forces, and the dead load of platform and weighbridge will be disregarded. The platform will be understood, in each case, to include

the weighbridge structure. With respect to platform lengths and

overhangs, vehicle wheel bases, and axle-load concentrations, the data
Thirty-first Conference on Weights and Measures 93

from which the drawings were prepared were taken from reports submitted by our field inspectors or from observations made independently by the author of these remarks.

Figure 48 shows in graphic form the reactions at the platform

supports, or the static load forces on each end section of a scale, when

a two-axle motor truck is driven across the scale from left to right.

The platform is 18 feet long and has an overhang of 18 inches at each

end. The motortruck has a wheel base of 12 feet and carries 80

percent of the gross load on the rear axle. The full line represents

the left end reactions, or load on the left end section, and the dotted

line represents the corresponding right end reactions, or load on the

right end section of the scale. Horizontal coordinates represent successive positions of the front wheels and vertical coordinates measure

/oo

Figure 48.Reactions at end sections.

Eighteen-foot motor-truck scale, fifteen-foot span. Two-axle truck, twelve-foot wheel

base, 80.-percent rear-axle load.

the computed end reactions in terms of percentage of gross vehicle

load. Thus to find what percentage of the gross live load is carried

by each section when the front wheels are at any position on or off

the scale, we need only follow the coordinate for that position up to

its intersection with the plotted lines and read the percentages on the

vertical scale. This will be apparent as we proceed.

In figure 48, if you imagine the truck to advance from the left

approach, you will observe that

:

1. As the front wheels of the truck, carrying 20 percent of the

gross load, come on the end of the scale platform, the left end support

is subjected abruptly to a vertical load force equal to some 22 percent

of the gross load of the truck. This is because of the platform overhang and the consequent cantilever action which causes part of the

platform dead load to be relieved from the right support and transposed to the left support. You will note that with the front wheels

423341—42 8
94 National Bureau of Standards

on the extreme left end of the platform a negative reaction of some 2

percent (shown by dotted line) develops at the right support; that is

to say, the weighbridge tends to rise from the right end section.

2. When the front wheel has advanced to a position immediately

over the left support, we note, as would be expected of course, that

the entire front-axle load, representing 20 percent of the gross truck

load, is carried by the left end section, the live load on the right end

being zero. From that position, as the truck continues to advance,

we observe a progressive decrease in the left end reaction and a corresponding increase in the right end reaction until, when the front

wheels are midway of the platform ends, the lines intersect to show

half of the axle load, or 10 percent of the gross load, carried by each

section. From that point on, the greater part of the axle load is on

the right end and the lesser part on the left end.

3. Please note that just before the rear wheels come on to the scale

the left end is carrying approximately 7 percent of the gross truck

load. Then, as the rear wheels come on the extreme left end of the

scale the reaction at the left support of the weighbridge is at once

increased to some 94 percent of the total truck load. Coincidentally,

there is a minor decrease in the right end reaction due to the weighbridge overhang and resultant cantilever action, and only 6 percent

of the. gross load is carried by the right end section.

4. From that point forward as the truck continues to advance, the

left end reaction decreases and the right end reaction increases until,

just before the front wheels leave the scale, the loading on the left

and right end sections is respectively about 54 percent and 46 percent.

Then, as the front wheels pass to the right end approach there is a

sharp decrease in the right end reaction and a very minor increase at

the left end as the front wheels pass off the overhanging section of the

weighbridge.

5. The scale is now supporting only the rear axle load, or 80 percent

of the gross load. It will be seen that as the rear wheels approach the

right end of the platform and pass on to the overhanging portion of

the weighbridge, the right end reaction increases to some 88 percent,

while a negative reaction equal to 8 percent of the gross load develops

at the left end because of cantilever action. This is the critical point

in the cycle of loading and unloading, for unless the platform structure be of sufficient mass—equal to more than 16 percent of the gross

vehicle load—it will tilt and the left end of the platform will rise

from its supports, with results which will be discussed later.

6. Finally, as the rear wheels pass from the platform to the right

approach there is an abrupt release of load from the right end

section, and the dead load again is equally supported by the two

sections.

Figure 49 illustrates the occurrence and magnitude of the loading

increments and decrements as the same scale is loaded with a two-axle » truck of somewhat longer wheel base, the wheel base in this case

being 16 feet instead of 12 feet. This represents a condition which is

very common at fuel yards, where relatively short scales are in use

and where truck wheel bases are commonly almost equal to the scale

platform length. The axle-load concentrations are typical of those

obtaining in loading trucks with coal for retail sales deliveries.
Thirty-first Conference on Weights and Measures 95

The general characteristics of the reaction changes resemble those

illustrated in figure 48, but attention is directed to one conspicuous

difference. You will note that after the rear wheels have come on

the scale platform and increased the left-end loading from about 3

percent of the gross load to some 89 percent, the truck can move forward only 2 feet before the front wheels go off the platform; consequently, the load must be weighed at some position in this limited

range of movement and, as you will observe, will be weighed while

from 76 to 88 percent of the entire load is on the left-end section and

from 24 to 12 percent is on the right end.

/OO 1 1

1 1

1

1 1

Figure 49.

Reactions at end sections.

Eignteen-foot motortruck scale, fifteen-foot span. Two-axle truck, sixteen-foot wheel

base, 80-percent rear-axle load.

Figure 50 presents a somewhat different picture. It illustrates

loading on the ends of a 22-foot motortruck scale over which is driven

a motortruck of 16-foot over-all wheel base with tandem rear axles

spaced 4 feet between centers and carrying 40 percent of the load on

each rear axle with 20 percent on the front axle. The weighbridge

overhangs the center of each section by 2 feet.

The significant differences between this case and the two preceding

ones are that (1) loading is applied and released in more stages, and

(2) each increment or decrement is of a smaller order. That is to

say, loading and unloading is effected less abruptly and load concentrations on the end sections are less. Incidentally, of course, the negative reactions caused by overhang and cantilever action are less acute.

It may also be noted, in passing, that unless the load is weighed with

the front wheels at the extreme right end of the platform, loading

on the sections of the lever system is very unequally distributed.

. Figure 51 illustrates the case of a relatively long scale over which

passes a tractor-semitrailer combination of the type now widely employed for merchandise transportation. The scale is 28 feet long and

has an overhang of 2 feet at each end. The over-all wheel base of the
96 National Bureau of Standards

vehicle combination is 22 feet, the tractor wheel base being 8 feet.

Loading is distributed 40 percent on the trailer axle, 40 percent on the

so-called "fifth wheel" over the tractor rear axle, and 20 percent on

7T

Figure 50.Reactions at end sections

Twenty-two-foot motortruck scale, eighteen-foot span. Three-axle truck, sixteen-foot overall wheel base, four-foot tandem wheel base, 40-percent load on each rear axle.

the front tractor axle. Except for longer intervals between successive

increments and decrements of platform loading and with the additional

important exception that at no time does the loading on one end sec- tion exceed some 66 percent of the gross load, the general characteristics of this case are similar to those shown in figure 50.

Figure 51.

Reactions at end sections.

Twenty-eight-foot motortruck scale, twenty-four-foot span. Tractor-trailer combination,

over-all wheel base twenty-two feet, tractor wheel base eight feet, 40-percent load on

each rear axle.

Figure 52 illustrates the case of a scale which was originally 18 feet

long with a 15-foot span, but was lengthened by increasing the end

overhangs, so that the scale is now 21 feet long with an overhang of 3

feet at each end of the platform. It will be seen that, because of the
Thirty-first Conference on Weights and Measures 97

excessive overhang, when a 20-foot truck is driven on, across, and off

the scale, the negative reactions at the platform supports are about 4

percent of the gross load when the front wheels come on, about 5 percent when the front wheels go off, and as great as 16 percent just

before the rear wheels go off. You will readily appreciate that if the

truck is a heavily loaded one, and unless the platform structure is

exceptionally massive, the left end will rise from its supports and

allow a tilting of the platform just before the rear wheels leave the

platform.

100

Figure 52.Reactions at end sections.

Twenty-one-foot motortruck scale, fifteen-foot span. Two-axle truck, twenty-foot wheel

base, 80-percent rear-axle load.

Figure 53 illustrates the case of the same scale we have just considered, loaded with a truck of 12-foot wheel base. Note that in this case

as much as 103 percent of the gross load is supported by the left end

of the scale just as the rear wheels come on. Note, too, that if the load

is weighed in that position, the platform, if not sufficiently heavy or

if not restrained in some way, will be raised from its right support.

Finally it should be noted that there is a very strong upward reaction

at the left end of the platform at the very instant when the rear wheels,

as they leave the platform, are transmitting severe thrusts in a

horizontal plane and tending to displace the platform.

Before proceeding to a summary of the subject it should be understood that the load-position curves on all the graphs represent the

theoretical computed values. A true picture of the actual loading

would differ somewhat because the cushioning effect of the vehicle

wheel tires would effect a somewhat less abrupt imposition and release

of loading and the plotted lines would have more rounded contours.

Nevertheless there are other factors, such as impact caused by sudden

load application, differences between platform and coping levels, and

tractive effort of vehicle driving wheels on the platform, whose effect

probably neutralizes or exceeds the cushioning effect of the tires.
98 National Bureau of Standards

Thus the graphic data may be accepted as illustrating approximately

the order of the forces in question.

Summarizing the effects of platform overhang, we have seen

:

(1) That projection of a vehicle scale platform beyond the end supports has the effect of increasing the loading on the platform supports

and end sections of the lever system beyond the loading which would

otherwise develop.

(2) That loads applied to the overhanging sections of a vehicle scale

produce a cantilever action and overturning moment, which tends to

raise the opposite end of the platform from the lever system.

(3) That the extent of these effects is in relation to the live-load

value and axle-load concentration, the amount of overhang in relation

to span between scale sections, and the spacing between axle loads.

Fror>f w/?ee/ /tos/frons

1 A A

'1 71 25

Figure 53.Reactions at end sections.

Twenty-one-foot motortruck scale, fifteen-foot span. Two-axle truck, twelve-foot wheel

base, 80-percent rear-axle load.

What are the practical consequences of these effects ? At the beginning of these remarks it was stated that the factor of platform overhang was believed to be a primary or contributing cause of some

mechanical faults characteristic of many scales now being produced.

That opinion may be verified by any one who cares to remain in a

vehicle-scale pit and observe developments when heavily loaded

vehicles move on and off a scale which has a considerable amount of

end overhang. As the heavy axle loads move on and off the platform,

the levers and lever connections will be seen to react, sometimes quite

violently, to the abrupt changes in loading ; in some cases where overhang is excessive and the platform structure too light, the platform

will be seen to rise perceptibly at one end and subsequently descend

with great impact. Incidental vibrations and impacts transmitted to

the lever system will cause a whipping action in extension levers and

their connections with resultant derangement of parts and impaired

alinement of connections; in some instances the pivots become com-
Thirty-first Conference on Weights and Measures 99

pletely displaced from contact with their bearings and cases are known

of levers becoming disconnected from the train. It will be appreciated

that repeated occurrence of these effects, causing overloading, derangement, or other abuse of vital parts in the scale, are ultimately reflected

in various mechanical faults and in the weighing performance.

It was also stated, early in this discussion, that field investigations

had disclosed instances where the factor of overhang, in modified or

improvised installations, caused gross inaccuracies in some circumstances of loading, although the scale might prove substantially

accurate when tested in the usual manner. This phase of the general

subject may be illustrated by citing examples of some scales whose

platforms had been extended by excessive amounts and whose owners,

to prevent tilting of the platforms under heavy loads, had taken

measures to limit or restrain tilting of the weighbridge and platform. In one case the owner had attached large masses of concrete

to the weighbridge to increase the dead load of the platform structure. In another case the owner had fitted the ends of the platform

with vertical rods attached to eyebolts anchored to the pit floor. In

still another case there had been installed pillars or columns whose

top surfaces were slightly below the platform structure. On consideration of these latter two cases, you will appreciate that application of test loads in the normal test positions might develop no

interference with the vertical checking elements or safety pillars but

that, if a heavy load were weighed in such positions that tilting of

the platform developed, the constraint or interference introduced by

those devices might very seriously affect the weighing accuracy.

Thus far discussion has been confined to end overhang, or longitudinal projection of the platform beyond the main load bearings.

To consider the element of side overhang, or transverse projection of

the platform beyond the main load bearings, it will be said that, generally speaking, side overhang is not an important factor because

(1) the transverse distribution of vehicle loads is almost invariably

equalized within small limits, and (2) in the case of scales designed

for weighing motor vehicles the relation between platform width,

vehicle wheel gage and transverse distance between main load bearings is such that no off-center positioning of a vehicle load will cause

transverse tilting of the platform or serious overloading of the parts

at one side of the scale; thus the adverse effects of side overhang

would appear to be limited to those which might occur when one

wheel of a vehicle being driven on to the end of the platform at an

angle bears for a moment on one corner of the platform. However,

in the case of a railway-track scale converted for use as a motorvehicle scale the factor of transverse overhang is a more serious one

because of the relatively smaller distance between main-load bearings; to insure proper centering of loads with respect to the longitudinal axis of such a scale and to prevent any transverse tilting

caused by vehicle wheels passing over one corner of a scale at an

angle, suitable curbing or guides should be installed on the platforms

or approaches.- ) To conclude, in theory, the ideal vehicle scale is one without platform overhang; it may interest you to know that one manufacturer,

producing vehicle scales for use in grain-weighing service in a jurisdiction where large-capacity-scale construction is exceptionally well
100 National Bureau of Standards

supervised by official agency, has adopted that design. In general

practice, however, a moderate amount of end overhang is essential

to economical construction and is permissible if in proper relation to

the span between sections and the dead load of the platform structure.

The essential requirement is that the end overhang of the platform

be so limited, and the platform structure be so massive, that application of any vehicle load within the capacity of the scale will not produce a tilting of the platform structure. To meet that requirement

is the responsibility of the scale manufacturer, and it is presumed

that reputable manufacturers will control design and construction

accordingly.

So many variable factors are involved in a consideration of what

constitutes a permissible amount of platform overhang that no definite and practicable formulas may be established for the guidance of

the weights and measures official in his appraisal of individual cases. However, in cases where the issue arises, the official may resort to the

expedient of carefully observing the reaction of the platform when

loads approximating the scale capacity are driven on and off the scale

and when they are weighed.

With respect to makeshift extensions of scale platforms by parties

unfamiliar with scale design and construction considerations, it may

be said that correspondence on this subject was exchanged with the

leading manufacturers of vehicle scales. The views expressed by

those manufacturers agree with the Bureau's opinion that extension

of the platform structure beyond the limits established by the original

manufacturer constitutes a serious structural fault. Such extensions

should not be made without consulting the manufacturer and without

approval of the weights and measures official. Moreover, the official

should take all reasonable measures to prevent the practice.

(At this point, at 4: 10 p. m., the Conference adjourned, to meet at 10: 00 a. m.,

Thursday, June 5, 1941.)
FIFTH SESSION—MORNING OF THURSDAY, JUNE 5, 1941

(The Conference reassembled at 10: 05 a.m., Joseph G. Rogers, Vice President

of the Conference, in the chair.)

ANNOUNCEMENTS

The Chairman. The Secretary has a few announcements to make

preliminary to the opening of the regular program.

Mr. R. W. Smith. I have a few communications which have reached

me since the Conference began, and I wish to mention them briefly.

We have a wire this morning from Mr. Tucker, of California, in

which he extends his greetings and best wishes for a successful meeting.

I have a letter from Mr. Wilson, of Georgia, who writes regretting

that circumstances prevent his attendance this year, but hoping that

he will be able to be with us at our next meeting, and extended his

greetings and best wishes.

Mr. Campbell, of Ohio, writes that his plans to attend the meeting

were necessarily abandoned because of failure to procure authorization for the necessary travel. To show Mr. Campbell's very sincere

interest in our proceedings, he encloses his registration dues even

though he cannot be with us in person.

A message from Mr. Warner, of Wisconsin, expresses his regrets that

he cannot be with us here.

I have an announcement to make on behalf of J. A. Meek, of Virginia.

Mr. Meek writes that a short conference on the indentification of

quality in foods from producers to consumers will be held in the Mayflower Hotel on Friday afternoon, June 6. Anyone interested is

invited to attend and participate in the meeting. As an outline of the

purposes of the meeting, Mr. Meek enclosed a mimeographed sheet, a

portion of which reads as follows

:

What kind of information do consumers want to get most for their money?

What kind of information do consumers want on the label in order to distinguish

quality, which will also enable distributors to better serve producers, consumers,

and the general welfare?

The Division of Markets of the Virginia Department of Agriculture has an- swered these questions with the "Virginia, Quality Labels." These unique and

distinctive labels have been developed by the Division to represent official con- tinuous grading or inspection and to simplify identificaion of quality.

Confusion in labels has often mystified housewives, and loose practices in grading, or no grading at all, has resulted in a mixture of good and bad which is detrimental to producers and better dealers as well as to consumers. The Virginia

Quality Labels are arresting and attractive. Their use under continuous official

inspection justly inspires confidence, as they stand for dependable, uniform quality.

Virginia Quality Labels are now used on eggs, dressed turkeys, canned tomatoes, and white potatoes. Efforts are now being made to develop them for use on

other foods, particularly dressed chickens, oysters, cured sweet potatoes, herring

(fish roe), and possibly flour.

The Chairman. It is very gratifying, and it is certainly commendable, that so many of you are on hand for the opening of our session

this morning. I think there is better cooperation in this respect this

year than ever before.

101
102 National Bureau of Standards

The first report for the day is that of the Conference Committee on

Specifications and Tolerances, which will be presented by Mr. McBride,

Committee Chairman.

Mr. McBride. On Tuesday morning there were available about 300

copies of the Committee report, so each of you should have a copy.

REPORT OF COMMITTEE ON SPECIFICATIONS AND TOLERANCES

PRESENTED BY JOHN P. McBRIDE, CHAIRMAN, AND DISCUSSION

THEREON

The Committee on Specifications and Tolerances recommends to the

Thirty-first National Conference on Weights and Measures the adoption of the additions and amendments to the specifications, tolerances,

and regulations for commercial weighing and measuring devices, which

are set forth below. As these recommendations are read, explanatory

comments will be interpolated from time to time.

(Signed) John P. McBride, Chairman,

Charles M. Fuller,

Joseph G. Rogers,

George F. Austin, Jr., ' Ralph W. Smith,

Committee on Specifications and Tolerances.

SECTION ON MEASURE-CONTAINERS

Mr. McBride. The first material to be presented is the Committee

recommendation for final action upon the Code for Single- Service

Measure-Containers, which was adopted in tentative form in 1940.

Criticisms of the tentative code reached the Committee from only one

source ; the suggestions for modifications were carefully considered, and

the Committee agreed to some of these. It is now recommended that

the code be finally adopted in the following form. [Reading :]

SINGLE-SERVICE MEASURE-CONTAINERS (EXCEPT MILK BOTTLES)

Notes.—The following specifications and tolerances are not to be construed

to apply to measure-containers used for milk, cream, and buttermilk, these

being covered by the code for milk bottles.

The following specifications and tolerances shall not become effective prior

to July 1, 1942.

DEFINITION

A single-service measure-container, hereinafter referred to as a measurecontainer, is a container intended to be used once, only, to determine at the

time of sale the quantity of commodity comprising a retail sale made on the

basis of liquid measure and to serve as the container for the delivery of the

commodity to the customer.

SPECIFICATIONS

1. Capacity.—Measure-containers shall not be subdivided and shall be of

one of the following capacities only: 1 gallon, % gallon, 1 quart, 1 pint,

y2 pint, and 1 gill standard liquid measure.

2. Proportions.—The over-all inside height of a measure-container shall not

be more than twice (a) the mean inside diameter (if conical or cylindrical) or (b) the length of the short side of a mid-section (if of rectangular cross

. section )

.

3. Filling point.—The capacity of a measure-container shall be determined

to a definite filling point, which shall be (a) the top edge, (b) a graduation

near the top edge, or (c) the lowest portion of a shoulder, cap seat, lid seat, or indentation near the top edge, of the measure-container. The filling point
Thirty-first Conference on Weights and Measures 103

shall be sharply defined and it shall extend at least halfway around the

circumference or across two opposite sides.

4. Marking.—A measure-container shall have its capacity conspicuously

marked on the side in combination with the word "Liquid" or the letters

"Liq" when the word "Quart" or "Pint" occurs. If the filling point is below

the top edge, there shall be on the side of the measure-container a conspicuous and suitable statement clearly identifying the filling point provided. On

the side or bottom of the measure-container shall appear the name, initials, or trade mark of the manufacturer. All required marking shall be clear

and legible.

TOLERANCES

The tolerances to be allowed in excess of deficiency on measure-containers

shall be the values shown in the following table

:

Capacity Tolerance

Liquid drams Cubic inches

1 gallon _ 6 1. 4

}i gallon 4. 5 1. 1 quart. 3 0. 7

1 pint_ _ 2 . 5

x/i pint _ 1. 5 . 3

1 gill 1. 5 . 3

Mr. McBride. The changes from the form in which the code was

adopted in 1940 consist in the addition of the second paragraph

under "Notes", the insertion of the words "lid seat" in specification

No. 3, and the substitution of the word "statement" for the word

"inscription" in specification No. 4. Kelative to "lid seat" it may

be said that this term is used in the trade as often as "cap seat",

the covering element being known as a "lid" rather than as a "cap"

;

accordingly, we have retained both phrases. The word "statement"

appeared to the Committee to be preferable to "inscription" in specification No. 4, in view of the character of the requirement in connection with which the word is used.

[Secretary's Note.—At this point there ensued brief discussion on the

method to be followed in acting upon the report of the Committee. Upon

motion, duly seconded and adopted, it was decided that the report should be

acted upon by the Conference, item by item.]

Mr. Satbolt. Am I correct in understanding that sealed cans of

lubricating oil are not included in the definition of measure-containers ? Mr. McBride. That is right, unless the can is used as a measure

"to determine at the time of sale the quantity of commodity comprising a retail sale made on the basis of liquid measure and to

serve as the container for the delivery of the commodity to the

customer."

(The code as proposed by the Committee was duly adopted.)

SECTION ON MILK BOTTLES

Mr. MoBride (reading)

:

Add a new specification for milk bottles, to be numbered 4, to read as follows

:

4. When a milk bottle is designed for optional, or "multiple", types of bottle

closure, the plane of the lowest sealing surface shall govern for purposes of the
104 National Bureau of Standards

application of specification requirements and tolerances except when there is a

clearly defined filling line below the plane of the lowest sealing surface, in

which case such filling line shall so govern.

The purpose of that specification is to meet a situation which has

resulted from recent developments in milk bottles; there are now on

the market bottles which may employ a screw-top cap, or an over-all

clamp cap, or a paper cap. The new specification proposed establishes the definite filling point for such bottles. The bottles may be

used in any way desired, but the manufacturer is charged with the

responsibility of making a bottle which will meet the accuracy

requirements set forth in the specification.

(The amendment as proposed by the Committee was duly adopted.)

SECTION ON LIQUID-MEASURING DEVICES

Mr. McBride (reading)

:

Amend the third paragraph under "Definitions" by changing the figure "50"

to "100", making the paragraph read as follows

:

A liquid-measuring device of the wholesale type, hereinafter referred to as a "wholesale device", is a liquid-measuring device which, on account of the character of its primary indicating elements, is obviously designed for single deliveries of 100 gallons or more.

The purpose of this change is to make our definition for a "wholesale device" consistent with our definition for a "retail device." In its

present form, with the 50-gallon limitation, there is a contradiction

between the definitions and devices which are on the market; computing types of gasoline dispensing devices are capable of registering

up to 99.9 gallons, and these are the principal retail devices.

(The amendment as proposed by the Committee was duly adopted.)

Mr. McBride (reading)

:

Add a new nonretroactive paragraph to be the third paragraph of specification

No. 20, to read as follows

:

A pressure-operated liquid-measuring device, that is, a liquid-measuring device

not designed for discharge by gravity, when designed and constructed to be operated with the hose full of liquid at all times shall be equipped with an effective

anti-drain valve, incorporated in the discharge valve at the outlet end of the hose

or installed immediately adjacent thereto, to prevent drainage of the hose.

This is a nonretroactive provision, applicable to wet hose, poweroperated, liquid-measuring devices. Many States are already enforcing a requirement for an antidrain valve, and it is now proposed to

include that requirement in our code.

(The amendment as proposed by the Committee was duly adopted.)

SECTION ON GREASE-MEASURING DEVICES

Mr. McBride (reading)

:

Amend specification No. 17 by adding at the end thereof a new nonretroactive

requirement for antidrain valves, making the paragraph read as follows

:

17. Assurance of Complete Delivery.—All grease-measuring devices shall be

so designed and constructed that there shall be no means provided by which any

of the measured lubricant can be diverted from the measuring chamber or the

discharge line to the supply tank or elsewhere during the period of operation of

the device. All valves in the supply line intended to prevent the reversal of flow

of the lubricant shall be of such design and construction that their closure is automatically effected in the use of the device. Each grease-measuring device shall be
Thirty-first Conference on Weights and Measures 105

equipped with an effective anti-drain valve installed immediately adjacent to the

outlet end of the hose, to prevent drainage of the hose.

(The amendment as proposed by the Committee was duly adopted.)

SECTION ON SCALES

Mr. McBride (reading) : The first portion of specification B -2w under "General Specifications" now

reads as follows

:

B-2w. Shift Test of Scales.—A scale having four main load bearings shall give

results accurate within tolerance when a load of one-quarter capacity or less is

placed so that its center of gravity lies as nearly as may be over any one of the

main load bearings, as indicated by the points designated 1 in the following diagram, and when a load of one-half capacity or more is so placed at the center of

any quarter of the platform, as indicated by the points designated 2 in the following diagram

:

Amend this material by deleting the words "or more" in line 8, making the paragraph read as follows

:

B-2w. Shift Test of Scales.—A scale having four main load bearings shall

give results accurate within tolerance when a load of one-quarter capacity or

less is placed so that its center of gravity lies as nearly as may be over any one

of the main load bearings, as indicated by the points designated 1 in the following diagram, and when a load of one-half capacity is so placed at the center of

any quarter of the platform, as indicated by the points designated 2 in the

following diagram

:

It is considered that under the original language it would be permissible to exceed a proper corner loading on a vehicle scale, with

possible damage to the scale. The Committee believes that all purposes will be satisfied by limiting the loading at the designated points

to one-half the nominal capacity of the scale. Accordingly, it is

recommended that the words "or more" be deleted from the original

form of the specification.

(The amendment as proposed by the Committee was duly adopted.)

Me. MoBride (reading) : Paragraph C-2c (under the heading "Spring Scales") now reads as follows:

C-2c. Graduations.—The value and spacing of the graduations of a straightface spring scale shall satisfy the requirements of the following table

:

Capacity

Maximum

value of

interval

Minimum

distance

between

graduations

Pounds Pounds Inch

25 0. 03

50 1 . 03

100 1 . 03

200 2 . 03

300 5 .04

400 5 .04

500 5 .04

Amend this specification to read as follows:

C—2c. Graduations.—On a straight-face spring scale the clear intervals

between graduations shall not be less than 0.04 inch and values of the graduations

shall satisfy the requirements of the following table:
106 National Bureau of Standards

Maximum

C apacity value of

interval

*

. Pounds Pounds

2o i / oO 1 100 1oa 300 5

400 5

500 5

The effect of the proposed change is to require a clear interval between graduations of not less than 0.04 inch, regardless of the capacity

of the scale. This will make the requirement for straight-faced spring

scales consistent with the requirements for scales of other types. By

"clear interval between graduations" is meant the interval between

adjacent edges of consecutive graduation lines.

(The amendment as proposed by the Committee was duly adopted.)

Mr. McBride (reading)

:

Add at the end of paragraph I-la (under the heading "Sensibility Reciprocal

(SR) Requirements") a new proviso, making the paragraph read as follows:

I-la. Large-Capacity Scales Except Railway Track Scales.—The maximum

maintenance SR allowable [applicable to scales in use], at the capacity of the

scale or at any lesser load, shall be the value of two of the minimum weighbeam

graduations, except that the maximum maintenance SR allowable on a vehicle

scale shall in no case be less than 10 pounds. The maximum acceptance and

adjustment SR allowable [applicable to "new" scales as defined in paragraph

A-2q], whether or not the scale is a vehicle scale, shall be the value of one of

the minimum weighbeam graduations : Provided, however, That in the case of a

scale of a capacity of more than 60,000 pounds, the maximum maintenance SR

allowable shall in no case exceed 40 pounds, and the maximum acceptance and

adjustment SR allowable shall in no case exceed 20 pounds.

Add a new proviso to paragraph J-la (under the heading "Tolerances—For

Large Capacity Scales Except Railway Track Scales") to be numbered 6 and to

read as follows

:

6. In the case of a scale of more than 60,000 pounds, the value of the minimum

tolerance shall in no case be greater than 20 pounds for a scale in use and 10

pounds for a new scale.

The same reason underlies both of these proposed changes. We

have already provided, in General Scale Kegulation K-6b, that a

vehicle scale having a capacity of not more than 60,000 pounds shall

have minimum weight graduations not exceeding 20 pounds. There

have been encountered instances of vehicle scales of a capacity greater

than 60,000 pounds, on which the value of the minimum weight graduations has been 100 pounds. The present SR requirements and the

minimum tolerances for large-capacity scales depend upon the value,

in any particular case, of the minimum weight graduations on the

scale. The effect of the present Committee recommendations is to

require that scales having minimum weight graduations which are in

excess of 20 pounds shall be required to comply with the same SR and

minimum tolerance requirements as scales on which the minimum
Thirty-first Conference on Weights and Measures 107

weight graduations are 20 pounds, thus avoiding the absurdly large

values which would otherwise be arrived at.

(The amendment as proposed by the Committee was duly adopted.)

Mr. McBride. The final recommendation of the Committee is for a

new general scale regulation to be known as regulation K-ll. At a

meeting of the Committee held last evening an addition was made to

the text of this proposed regulation, as compared with the text shown

in the mimeographed report in your hands. As now recommended

by the Committee, the proposed regulation reads as follows.

[Reading :]

K-ll. Lengthening of Scaee P:latfobms.—The length of the platform of a

vehicle scale shall not be increased beyond the manufacturer's designed dimension except when the modification has been approved by competent scale-engineering authority, preferably that of the engineering department of the

manufacturer of the scale.

The alteration of scale platforms by scale owners has become a

troublesome problem. You heard yesterday afternoon the very able

paper by Mr. Richard, who went into this problem at length; if it

were practicable to set up dimensional requirements to control the

situation, I think Mr. Richard would have made such a recommendation. Since it appears that such a solution is not practicable, your

Committee feels that the regulation proposed is about the best that

can be offered.

Mr. Qtjinn. What effect would this regulation have on scales which

are already in use and which have already had their platforms

lengthened ? Mr. McBride. I assume that those which have already been changed

would not be subject to the regulation, because the regulation is intended to require preliminary approval for such changes. The only

thing to do with scales that have been changed is to rely upon test

results to disclose reasons for rejection.

Mr. Engelhard. Why should we not incorporate in the regulation

requirements for measurements on parts other than the platform?

In our county, with the consent of the manufacturer, we lengthened

the platform of a scale; later the scale broke down and without our

knowledge the local blacksmith added about 18 inches to one arm of

the transverse lever, and then we wondered why the scale developed

a 1,600-pound error. It seems to me that we could very properly

prohibit changes in any of the essential parts of the scale as originally

manufactured.

Mr. McBride. The proposed regulation is directed solely to the

particular problem of the lengthening of scale platforms. We think

that there is a tendency among scale owners to lengthen scale platforms to meet new weighing conditions, without making any other

changes in the installations ; this is what we are trying to control.

Mr. Engelhard. Then it is the sense of the proposed regulation that

not only should such changes be designed and made by the manufacturer or some other competent person, but that this should only be

done with the consent of the weights and measures official ? Mr. McBride. That is correct.

(It was moved and seconded that the regulation proposed by the Committee

be adopted.)
108 National Bureau of Standards

Mr. Spinks. I think you should not put on the weights and measures officials of the country the responsibility for deciding who is a

competent engineer. I believe that the regulation should read

:

The length of the platform of a vehicle scale should not be increased beyond

the manufacturer's designed dimensions except when the modification has been

approved by the engineering department of the manufacturer of the scale.

That would put the responsibility in competent hands.

Me. McBride. No human authority can guarantee the continuity of

any particular scale company. Under the language proposed by Mr.

Spinks, if a particular scale company were to go out of business, there

would be no place for a scale owner to go for what might be a perfectly

proper modification of his scale. We must certainly provide an alternative procedure, and not demand that the scale manufacturer be

called in in every case, something which may be impossible.

(The question was taken, and the regulation proposed by the Committee was

adopted.)

MISCELLANEOUS COMMITTEE ACTIVITIES

Mr. McBride. That completes the recommendations of the Committee. There are, however, several matters which were considered

by the Committee but upon which no specific recommendations are

being made. I wish to discuss these briefly.

The Committee considered the question of gasoline-measuring devices designed with very low housings, on which it may be difficult,

under certain conditions, to read the indications. It appears that

these special designs have been developed as a result of the demands

of particular customers and are not being marketed by choice of the

manufacturers. That makes no difference, however, and the Committee feels that it should anticipate trends ; although at present this is

something of an isolated case, we bring it to your attention because

of possible development along these lines. Our present code for

liquid-measuring devices contains a provision that the reading elements shall be visible through an angle of 120 degrees, but is silent in

relation to maximum or minimum height of the reading elements. A

factor in the present problem is whether the device should be so

designed that the indicating elements will be visible to a purchaser

from a seated position in his automobile. The Committee has considered a requirement prescribing a vertical range of 30 to 60 inches

from the roadway level as the area within which the indicating elements should lie, but has come to no definite conclusion. The Committee proposes to give this question further consideration during the

coming year, and it is brought to your attention at this time so that

you may critically observe this class of installation in your own

territories.

The Committee gave consideration during the year to a particular

type of laundry scale which presented some special problems because

of the character of its load-receiving element which was constructed

with sloping sides. The conclusion was reached that the requirements of scale specification B-2w, which prescribes performance re- quirements under "shift test," should be applied on the basis of the

bottom area of the load-receiving element of the scale ; assuming satisfactory performance on such tests, it was the recommendation of the

Committee that the performance of several of the scales in question
Thirty-first Conference on Weights and Measures 109

should then be critically observed under actual service conditions,

check weighings being made on a sufficient number of large lots of

laundry to establish the accuracy of the commercial weights previously recorded. Final approval would be contingent upon satisfactory results on this series of check observations. If approval were

found to be justified, subsequent testing could be confined to tests

made with test weights alone.

Another question which arose was whether or not paper milk

bottles should be construed to be containers or measures. Information has been gathered showing that in particular cases measuring

machines are used to fill these paper containers and that these measuring machines are susceptible of being sealed. The opinion of the

Committee is that in such cases the paper bottles are not measures

because the quantity of the contents is determined by a measuring

machine; hence such paper bottles are merely containers, and when

these containers are filled with milk they become "packages," and

should be subject only to such requirements as normally apply to

packages. On the other hand, if the paper bottle is the measure by

means of which the quantity of the contents is determined, then the

bottle should meet the requirements of the milk-bottle code.

You will recall that at the last Conference, after considerable discussion, the Committee on Specifications and Tolerances was given

the assignment of developing a plan to promote uniformity in the

matter of pattern approval among pattern-approving jurisdictions.

The Committee evolved what in its best judgment was the only feasible plan which would meet the conditions developed in the debate last

year. An outline of this plan was supplied to more than 90 equipment manufacturers and to all weights and measures authorities

having type-approval functions. Briefly, this plan was to defer final

approval until all approval authorities had had an opportunity to

observe a particular device and to contact each other, so that each

might have the benefit of the others' reactions.

Letters outlining the plan were sent out under dates of October 30

and September 3, 1940. The thanks of the Committee are extended to

those who complied with its request for comments and suggestions.

The responses were fewer in number than the Committee desired and

expected. A study of all comments and suggestions received demonstrated that there was a preponderance of opposition to the proposed

plan on the part of equipment manufacturers, ranging from mild objection to vigorously adverse criticism, and that those manufacturers who

favored the plan were not particularly enthusiastic or hopeful that the

plan would produce the desired results. Since it was the object of the

plan to provide means for assisting not only weights and measures

officials, but also the equipment manufacturers in matters of official

pattern approval, and since it appeared that a majority of the equipment manufacturers felt that the plan would be burdensome and unproductive of constructive results and that no change should be made in the

present methods of accomplishing pattern approval, the Committee

PATTERN-APPROVAL PLAN

423341—42 9
110 National Bureau of Standards

From one source the Committee received an outline of a substitute

plan based upon the utilization of a private engineering agency as an

approving authority. Although this plan appears to have some commendable features, it is not believed that it would prove workable or

acceptable to weights and measures officials, because it involves, in

effect, a delegation of official authority which would hardly be proper

and which might be illegal.

Accordingly, the Committee now reports that it has failed to evolve

any plan which appears to offer reasonable certainty of accomplishing

the desired results and at the same time provide the desired safeguards

for the interests of equipment manufacturers, and believes that no such

plan can be worked out at this time within the limits established by the

debate on this subject at the Thirtieth National Conference.

-That concludes the matters upon which the Committee on Specifications and Tolerances has to report. It is suggested that when

matters within the field of the Committee on Specifications and Tolerances arise during the course of any year, you let the Committee

know of these by writing to the Committee Secretary, R. W. Smith,

at the National Bureau of Standards; the Committee can then give

these matters unhurried consideration, something which is not practicable when your problems are presented to us only a few days or

perhaps only a few hours before the Conference opens. The Committee desires to avoid hasty or precipitate judgment, and your co- operation in giving us ample time to study your problems will be

conducive to sound conclusions, most helpful to all parties

concerned.

REPORT OF COMMITTEE ON LEGISLATION, PRESENTED BY ROLLIN E.

MEEK, CHAIRMAN, AND DISCUSSION THEREON

Your Committee on Legislation begs to report that it has given

careful consideration during the past year to all proposed Federal

legislation which, if enacted, would affect the work and duties of the

weights and measures officials throughout the country. The proposed

legislation, which has received the attention of the Committee, pertains to the use of net weights in interstate and foreign commerce

transactions in cotton, and to food-package standardization.

The first part of this report will be limited to recommendations

on the proposed legislation requiring the use of net weights in interstate and foreign commerce transactions in cotton. Proposed legislation of this character has been introduced into both branches of the

Federal Congress and is known as H. R. 968 and S. 181. The second

part of the report will be limited to recommendations on a proposed

bill for food-package standardization which has been prepared by

members of this Committee who were ably advised and assisted by

others equally interested in this important proposed legislation.

The text of H. R. 968 is as follows

:

A BILL

To provide for the use of net weights in interstate and foreign commerce

transactions in cotton, to provide for the standardization of bale covering

for cotton, and for other purposes.

Be it enacted oy the Senate and House of Representatives of the United

States of America in Congress assembled, That this Act shall be known by the

short title of "Cotton Net Weight Act."
Thirty-first Conference on Weights and Measures \\\

The word "person", wherever used in this Act, shall be construed to import

the plural or singular, as the case demands, and shall include individuals, associations, partnerships, and corporations.

The words "in interstate or foreign commerce", wherever used in this Act,

shall be construed to mean from any State, Territory, or District to or through

any other State, Territory, or District or to or through any foreign country, or within any Territory or District.

The words "bale covering" shall be construed to mean bagging, ties, and

patches.

The word "cotton" shall be construed to mean cotton of any variety produced

within the continental United States, including linters.

When considering and enforcing the provisions of this Act, the omission or

failure of any official, agent, or other person acting for or employed by any

association, partnership, or corporation within the scope of his employment or

office shall in every case also be deemed the act, omission, or failure of such

association, partnership, or corporation, as well as that of the person.

Sec. 2. That in order to provide for the more adequate covering and protection of the American cotton bale and to facilitate net-weight trading in cotton,

the Secretary of Agriculture is hereby authorized to investigate the handling,

inspection, and transportation of cotton in interstate and foreign commerce ; to

study the materials used for bale covering ; and from time to time to establish

standards for materials to be used for bale covering, which such standards shall

include specifications and tolerance as to sizes, weights, constructions, strength,

and any other factors of quality that he may find to be necessary ; said standards, when established, to be known as the "United States Official Cotton Tare

Standards" : Provided, That the official cotton tare standards first established

hereunder shall be promulgated on or before January 15, 1942, and shall

become effective on July 15, 1942 : Provided further, That any change or replacement of such standards shall become effective only on and after a date specified

in the order of the Secretary of Agriculture establishing the same, which date

shall be not more than one year from the date of such order, but pending

such effective date of new or revised standards any bale covering material

conforming with such new or revised standards may be used in lieu of any

bale covering material embraced in the United States Official Cotton Tare

standards theretofore promulgated. The maximum weight of any fabric or material standardized under this section as bagging for the covering of cotton bales

shall not exceed fourteen ounces per square yard, and the maximum weight

of any fabric or material standardized for patches shall not exceed twenty

ounces ounces per patch ; and no such fabrics or materials standardized for

bagging or patches shall be composed of any material previously used for cover- ing cotton bales unless the same shall have been reprocessed and rewoven.

Sec. 3. That except as provided in section 2 of this Act, it shall be unlawful

for any person to ship or deliver for shipment in interstate or foreign commerce

any bale of cotton ginned after the effective date of the United States Official

Cotton Tare Standards on which the bagging, ties, or patches do not conform

with such United States Official Cotton Tare Standards.

No person shall be prosecuted under the provisions of this section when he

can establish a guaranty signed by the manufacturer, wholesaler, jobber, or other

party residing within the United States by whom such bagging, ties, or patches

were sold, to the effect that the same conform with said United States Official

Cotton Tare Standards. Said guaranty, to afford protection, shall contain the

name and address of the party or parties making the sale of such bale covering

materials, and in such case such party or parties making such sale shall be

amenable to the prosecutions, fines, and other penalties which would attach in

due course to the shipper under the provisions of this Act.

The Secretary of Agriculture is authorized to examine and test bale covering

materials and samples thereof for the purpose of determining whether such

materials conform with the United States Official Cotton Tare Standards, and to

promulgate regulations for submitting samples of bale covering materials for

examination and testing.

Sec. 4. That from and after the effective date of the United States Official

Cotton Tare Standards it shall be unlawful for any person to buy or sell or to

offer to buy or sell any American cotton ginned after such effective date for

shipment in interstate or foreign commerce except according to the net weight of

the cotton involved, excluding in each instance the weight of bagging, ties, and

patches.
112 National Bureau of Standards

Sec. 5. That the Secretary of Agriculture is authorized to cause such investigations and tests to be made as he may find to be necessary in order to determine

practical means for the permanent identification of different types of bales of

cotton by the use of markers, tags, and other devices which will facilitate the

effective administration of this Act, and by public notice to prescribe standard

specifications for such markers, tags, and other devices. Such standard specifications or any change or replacement thereof shall become effective on and

after a date specified in the order of the Secretary establishing the same, which

shall be not less than one year after the date of such order, and thereafter it shall be unlawful for any person to ship or deliver for shipment in interstate or

foreign commerce any bale of American cotton ginned after such effective date

which does not bear a tag, marker, or other device conforming with such standard

specifications.

Sec. 6. That for the purposes of this Act the Secretary of Agriculture shall cause to be promulgated such regulations, may cause such investigations, tests,

demonstrations, and publications to be made as he shall find to be necessary

;

and he is hereby authorized to cooperate with any department or agency of the

Government, any State, Territory, District, or possession, or department, agency,

or political subdivisions thereof, or any person, in carrying out fhe provisions of

this Act, and he shall have the power to appoint, remove, and fix the compensation of such officers and employees not in conflict with existing law, and to make

such expenditures for printing, books of reference, technical newspapers and

periodicals, furniture, stationery, office equipment, travel, and other supplies and

expenses as shall be necessary to carry out the purposes of this Act in the District

of Columbia and elsewhere.

Sec. 7. The duties devolving upon the Secretary of Agriculture under this

Act may with equal force and effect be executed by such officers and agents

of the Department of Agriculture as he may designate for the purpose.

Sec. 8. Any person who shall knowingly violate any of the provisions of this

Act or of any regulation made in pursuance hereof ; or any person who shall

knowingly represent by misbranding or otherwise that any bale covering material sold or offered for sale or shipped or delivered for shipment in interstate or foreign commerce conforms with the United States Official Cotton Tare

Standards when, in fact, such bale covering material does not conform with

such standards ; or any person who shall forcibly assault, impede, resist, interfere with, or influence improperly, or attempt to influence improperly, any

person employed under this Act in the pursuance of his duties, shall be guilty

of a misdemeanor and upon conviction thereof shall be fined not more than

$500.

Sec 9. There is hereby authorized to be appropriated, out of any money in

the Treasury not otherwise appropriated, such sums as may be necessary for

carrying out the provisions of this Act.

Sec. 10. If any provision of this Act or the application thereof to any person

or circumstance is held invalid, the validity of the remainder of the Act and

the application of such provision to other persons and circumstances shall not

be affected thereby.

Seo. 11. This Act shall become effective January 1, 1942.

Comments on H. R. 968.—During a hearing on H. R. 968, conducted by the Committee on Agriculture of the House of Representatives, it was disclosed that the prevailing practice among cotton

farmers and American shippers of cotton to European markets is

to sell and buy cotton on gross weight without any special tare

standards. The tare on the average bale of 500 pounds figures from

21 pounds at the gin to 30 pounds per bale for export. This practice compels the producer, as well as the exporter, to place more

wrapping on cotton than is really necessary. This is an economic

loss in the way of excessive freight, insurance, waste, and various

other charges. In event the unnecessary covering or wrapping is

not used, the producer loses the difference in weight between the

amount actually used and the customary tare deducted by the trade,

which would result in a loss of 8 to 12 pounds per bale.'
Thirty-first Conference on Weights and Measures 113

The proposed legislation would permit bagging made from lowgrade cotton to be placed on a competitive basis with jute, burlap,

or any other materials which may be developed and which meet the

requirements of the United States Tare Standards. The tare on

American cotton would be reduced to not to exceed 3 percent, or 15

pounds per bale.

The Committee believes the American cotton producer and cotton

shipper are justified in objecting to a continuation of the practice of

charging 30 pounds against each bale of cotton.

Recommendations on H. R. 968 and 8. 181.—The Committee approves the purpose and intent of H. R. 968 and S. 181, which are

bills of similar character and designed to bring about merchandising

of cotton on a net-weight basis, the standardization of cotton-balecovering materials, and development of means of permanent bale

identification. The Committee recommends that this Conference go

on record as favoring the enactment of this legislation.

The text of the proposed Federal Standard Food Package Bill is

as follows

:

[Secretary's Note.—The text of the bill, as presented below, includes certain

changes found necessary by the special committee charged by the Conference with

the introduction of the bill into the Congress. ( See page 129. ) ] A BILL

To prohibit the movement in interstate commerce of packages of food not of

the standard units of weight or measure herein prescribed, and for other

purposes.

Be it enacted by the Senate and House of Representaives of the United States

of America in Congress assembled,

Section 1. This act may be cited as the Federal Standard Food Package Act.

Sec. 2. For the purposes of this Act

(a) The term "Territory" means any Territory or possession of the United

States, including the District of Columbia and excluding the Canal Zone.

(b) The term "interstate commerce" means (1) commerce between any State

or Territory and any place outside thereof, and (2) commerce within the District

of Columbia or within any Territory not organized with a legislative body.

(c) The term ''Administrator" means the Administrator of the Federal Security

Agency.

(d) The term "person" includes individual, partnership, corporation, and

association.

(e) The term "food" means articles used for food or drink for man except

maltous, vinous, and spirituous liquors.

(f ) The term "dry or solid food" means food commercially marketed in the

dry or solid state.

(g) The term "liquid food" means food commercially marketed in the liquid

state.

(h) The term "canned food" means food sealed in containers and processed by

heat to prevent spoilage.

(i) The term "package" means any closed container of food and the contents

thereof which comprise the unit for sale or delivery commonly known as the

"retail package."

Sec. 3. The following standard units are hereby established for packages, the

specified quantities being the net contents of the packages filled insofar as possible

without impairment of quality.

(a) For dry and solid foods: 1 ounce, 2 ounces, 4 ounces, 8 ounces, 12 ounces,

1 pound, iy2 pounds, and multiples of 1 pound, avoirdupois weight.

(b) For liquid foods and for canned foods: 1 ounce, 2 ounces, 4 ounces, 8

ounces, 12 ounces, 1 pint, iy2 pints, 1 quart, 3 pints, 2 quarts, 3 quarts, 1 gallon, and

multiples of 1 gallon, United States liquid measure.
114 National Bureau of Standards

(c) For foods except canned foods which are essentially or preponderantly

solid at 68 degrees F: Packages as specified in subsection (a) of this section.

(d) For foods except canned foods which are essentially or preponderantly

liquid or viscous at 68 degrees F: Packages as specified in subsection (b) of

this section.

(e) For foods except canned foods which are semisolid: Packages as specified

in either subsection (a) or subsection (b) of this section in accordance with

general consumer usage.

Seo. 4. The following acts and the causing thereof are hereby prohibited

:

(a) The introduction or delivery for introduction into interstate commerce, the

receipt in interstate commerce and the delivery or proffered delivery thereof for

pay or otherwise, and the packing, proffering for sale, or selling in any Territory

of food in packages which are not of the standard units as defined in Section 3

of this Act, except as follows

:

(1) Ice creams and other frozen desserts may be packaged as specified in either

Section 3 (a) or Section 3 (b).

(2) Carbonated beverages may be packaged in units of six ounces United States

liquid measure.

(3) The provisions of this section shall not apply to packages of dry, solid,

semisolid, and viscous food containing amounts of less than 1 ounce avoirdupois

weight or to packages of liquid food containing amounts of less than 1 ounce

United States liquid measure.

(4) Small packages of particular dry or solid foods containing not more than

six pieces or units whenever compliance with the provisions of this section is

impracticable may be exempted by regulation.

(5) The provisions of this section shall not apply to packages of food in containers which are in compliance with the provisions of (1) the Act of March 4th,

1915, to fix the standard barrel for fruits, vegetables, and other dry commodities,

(2) the Federal Standard Container Act of 1916, or (3) the Federal Standard

Container Act of 1928.

(b) The refusal to permit access to or copying of any records as required by

Section 9. (c) The refusal to permit entry or inspection as authorized by Section 10.

(d) The giving of a guaranty or undertaking referred to in Section 12 which

guaranty or undertaking is false, except by a person who relied upon a guaranty

or undertaking to the same effect signed by, and containing the name and address

of, the person residing in the United States from whom he received in good faith

the packages of food.

Seo. 5. Nothing in this Act shall be construed as exempting any packages of

food from all applicable provisions of the Federal Food, Drug, and Cosmetic Act.

Seo. 6. Whenever the Administrator finds, after investigation, that with respect

to particular packages of food it is needful, for the promotion of honest and fair

dealing in the interest of the consumers

(a> To limit the packaging of particular dry or solid foods, when in packages

of more than one pound, to certain multiples of the pound, he shall prescribe, by

regulation, standard pound multiples for. packages of such foods ; when standard

pound multiples have been so prescribed, packages of the food in question shall

be held to comply with this Act only when of the prescribed pound multiples.

(b) To establish exemptions, with respect to particular foods, from the provisions of Section 3 of this Act, he shall, by regulation, prescribe such exemptions.

Sec. 7. The Administrator shall promulgate regulations for the efficient enforcement of this Act.

Sec. 8. The Administrator is authorized to conduct examinations and investigations for the purposes of this Act through officers and employees of the Federal

Security Agency or through any weights and measures or food officer or employee

of any State, Territory, or political subdivision thereof, duly commissioned by the

Administrator as an officer of the Federal Security Agency.

Sec. 9. For the purpose of enforcing the provisions of this Act, carriers engaged

in interstate commerce, and persons receiving packages of food in interstate commerce or holding such packages so received, shall, upon the request of an officer or employee duly designated by the Administrator, permit such officer or employee,

at reasonable times, to have access to and to copy all records showing the movement in interstate commerce of any package of food, or the holding thereof during

or after such movement, and the quantity, shipper, and consignee thereof ; and it

shall be unlawful for any such carrier or person to fail to permit such access to

and copying of any such record so requested when such request is accompanied by
Thirty-first Conference on Weights and Measures H5

a statement in writing specifying the nature or kind of package of food to which

such request relates : Provided, That evidence obtained under this section shall

not be used in a criminal prosecution of the person from whom obtained : Provided

further, That carriers shall not be subject to the other provisions of this Act by

reason of their receipt, carriage, holding, or delivery of packages of food in the

usual course of business as carriers.

Sec. 10. For purposes of enforcement of this Act, officers or employees duly

designated by the Administrator, after first making request and obtaining permission of the owner, operator, or custodian thereof, are authorized (1) to enter, at

reasonable times, any factory, warehouse, or establishment in which packages of

food are manufactured, processed, packed, or held, for introduction into interstate

commerce or are held after such introduction, or to enter any vehicle being used

to transport or hold such articles of food in interstate commerce; and (2) to inspect, at reasonable times, such factory, warehouse, establishment, or vehicle and

all pertinent equipment, finished and unfinished materials, containers, and labeling therein.

Seo. 11. (a) The Secretary of the Treasury shall deliver to the Administrator,

upon his request, samples of packages of food which are being imported or offered

for import into the United States, giving notice thereof to the owner or consignee,

who may appear before the Administrator and have the right to introduce testimony. If it appears from the examination of such samples or otherwise that such

packages of food are in violation of the provisions of this Act, then such packages

of food shall be refused admission.

(b) The Secretary of the Treasury shall refuse delivery to the consignee and

shall cause the destruction of any such package of food refused admission, unless

such package of food is exported by the consignee within three months from the

date of notice of such refusal, under such regulations as the Secretary of the

Treasury may prescribe : Provided, That the Secretary of the Treasury may deliver

to the consignee any such package of food pending examination and decision in

the matter on execution of a bond as liquidated damages for the amount of the

full invoice value thereof together with the duty thereon and on refusing for any

cause to return such package of food to the custody of the Secretary of the Treasury when demanded for the purpose of excluding it from the country, such con- signee shall forfeit the full amount of the bond as liquidated damages.

Sec. 12. (a) Any person who violates any of the provisions of this Act shall

be guilty of a misdemeanor and shall on conviction thereof be subject to imprisonment for not more than one year, or a fine of not more than $500, or both

such imprisonment and fine ; but if the violation is committed after a conviction

of such person under this section has become final, such person shall be subject

to imprisonment for not more than two years, or a fine of not more than $51,000, or both such imprisonment and fine.

(b) No person shall be subject to the penalties of subsection (a) of this

section, (1) for having received in interstate commerce any package of food and

delivered it or proffered delivery of it, if such delivery or proffer was made in

good faith, unless he refuses to furnish on request of the Administrator the

name and address of the person from whom he purchased or received such

package of food and copies of all documents pertaining to the delivery of the

package of food to him; or (2) for having violated Section 4 (a) if he establishes a guaranty or undertaking signed by, and containing the name and

address of, the person residing in the United States from whom he received in

good faith the package of food, to the effect that such package of food is not a package of food whieh may not, under the provisions of this Act, be introduced

into interstate commerce.

Sec. 13. (a) Any package of food that is not of a standard unit as defined

in, Section 3 of this Act, when introduced into or while in interstate commerce,

shall be liable to be proceeded against while in interstate commerce, or any

time thereafter, on libel of information and condemned in any district court of

the United Staes within the jurisdiction of which the package of food is found.

(b) The package of food shall be liable to seizure by process pursuant to

the libel, and the procedure in cases under this section shall conform, as nearly

as may be, to the procedure in admiralty; except that on demand of either

party any issue of fact joined in any such case shall be tried by jury. When

libel for condemnation proceedings under this section, involving the same

claimant and the same issues, are pending in two or more jurisdictions, such

pending proceedings, upon application of the claimant seasonably made to the

court of one such jurisdiction, shall be consolidated for trial by order of such
116 National Bureau of Standards

court, and tried in (1) any district selected by the claimant where one of such

proceedings is pending; or (2) a district agreed upon by stipulation between

the parties. If no order for consolidation is so made within a reasonable time,

the claimant may apply to the court of one such jurisdiction and such court

(after giving the United States attorney for such district, reasonable notice

and opportunity to be heard) shall by order, unless good cause to the contrary

is shown, specify a district of reasonable proximity to the claimant's principal

place of business, in which all such pending proceedings shall be consolidated

for trial and tried. Such order of consolidation shall not apply so as to require

the removal of any case the date for trial of which has been fixed. The court

granting such order shall give prompt notification thereof to the other courts

having jurisdiction of the cases covered thereby.

(c) The court at any time after seizure up to a reasonable time before trial

shall by order allow any party to a condemnation proceeding, his attorney

or agent, to obtain a representative sample of the package of food seized.

(d) Any package of food condemned under this section shall, after entry

of the decree, be disposed of by destruction or sale as the court may, in

accordance with the provisions of this section, direct and the proceeds thereof,

if sold, less the legal costs and charges, shall be paid into the Treasury of

the United States; but such package of food shall not be sold under such

decree contrary to the provisions of this Act or the laws of the jurisdiction

in which sold : Provided, That after entry of the decree and upon the payment

of the costs of such proceedings and the execution of a good and sufficient

bond conditioned that such package of food shall not be sold or disposed of

contrary to the provisions of this Act or the laws of any State or Territory

in which sold, the court may by order direct that such package of food be

delivered to the owner thereof to be destroyed or brought into compliance

with the provisions of this Act under the supervision of an officer or employee

duly designated by the Administrator, and the expenses of such supervision

shall be paid by the person obtaining release of the package of food under bond.

(e) When a decree of condemnation is entered against the package of

food, court costs and fees, the storage and other proper expenses, shall be

awarded against the person, if any, intervening as claimant of the package

of food.

(f) In the case of removal for trial of any case as provided by subsection

(a) or (b) —

(1) The clerk of the court from which removal is made shall promptly

transmit to the court in which the case is to be tried all records in the case necessary in order that such court may exercise jurisdiction.

(2) The court to which such case was removed shall have the powers and

be subject to the duties, for purposes of such case, which the court from which

removal was made would have had, or to which such court would have been

subject, if such case had not been removed.

Sec. 14. Before any violation of this Act is reported by the Administrator

to any United States attorney for institution of a criminal proceeding, the

person against whom such proceeding is contemplated shall be given appropriate notice and an opportunity to present his views, either orally or in

writing, with regard to such contemplated proceedings.

Sec. 15. Nothing in this Act shall be construed as requiring the Administrator to report for prosecution, or for the institution of libel, minor

violations of this Act whenever he believes that the public interest will be

adequately served by a suitable written notice or warning.

Sec. 16. All such proceedings for the enforcement of this Act shall be by

and in the name of the United States. Notwithstanding the provisions of

Section 876 of the Revised Statutes, subpoenas for witnesses who are required

to attend a court of the United States, in any district, may run into any other

district in any such proceedings.

Sec. 17. If any provision of this Act is declared unconstitutional, or the

applicability thereof to any person or circumstances is held invalid, the constitutionality of the remainder of the Act and the applicability thereof to

other persons and circumstances shall not be affected thereby.

Sec. 18. This Act shall take effect twelve months after the first day of January next succeeding its enactment : Provided, That if, upon investigation, the

Administrator finds that with respect to particular packages of food compliance with the provisions of the Act cannot reasonably be accomplished by the

time of the effective date of the Act, he shall promulgate a regulation postpon-
Thirty-first Conference on Weights and Measures 117

ing the effective date with respect to such packages of food for such reasonable

period as in his best judgment may be necessary in the circumstances, and

may similarly further postpone such effective date, and such regulations may

be promulgated and shall take effect upon the dates of promulgation : Provided further, That the provisions of Section 8 shall become effective on the

enactment of this Act, and thereafter the Administrator is authorized to promulgate regulations which shall become effective on or after the effective date

of this Act as the Administrator shall direct.

Salient Features of the Proposed Bill.—

1. The term "Administrator" is defined as the Administrator of

the Federal Security Agency.

2. Nothing in the" bill is to be construed as exempting packages of

food from the provisions of the Federal Food, Drug, and Cosmetic

Act.

3. The Administrator is required to promulgate regulations for

the efficient enforcement of the Act.

4. The purpose of the proposed bill is to prohibit the movement in

interstate commerce of retail packages of food not of the standard

units of weight or measure prescribed therein.

5. The bill embraces all retail packages of food except packages of

food in containers packaged in accordance with previously enacted

Federal legislation, and maltous, vinous, and spirituous liquors.

6. The standard packages for dry and solid foods are : 1 ounce, 2

ounces, 4 ounces, 8 ounces, 12 ounces, 1 pound, 1% pounds, and multiples of 1 pound avoirdupois weight.

7. The standard packages for liquid foods and for canned foods

are : 1 ounce, 2 ounces, 4 ounces, 8 ounces, 12 ounces, 1 pint, iy2 pints,

1 quart, 3 pints, 2 quarts, 3 quarts, 1 gallon, and multiples of 1 gallon, United States liquid measure.

8. Standardization is based on the amount of food in the container.

9. The Administrator has authority to limit the packaging of particular dry or solid foods, when in packages of more than one pound,

to certain multiples of the pound, and to establish exemptions, with

respect to particular foods, from the provisions of the Act defining

standard food packages.

Becommendation on Proposed Bill.—The Committee approves the

purpose and intent of the proposed food-package standardization bill

and recommends that this Conference go on record as favoring its

enactment by the Congress. It further recommends the appointment

by the President of the Conference, prior to adjournment, of a special

committee of three members located conveniently close to Washington with directions to promptly seek its introduction to the Congress

and assist in every way possible its ultimate enactment.

Roixin E. Meek, Chairman,

Alex Pisciotta,

C. L. Klockeb.

R. M. Johnson,

Geo. M. Roberts,

Committee on Legislation.

(It was moved and seconded that the report of the Committee be adopted,

the question was taken, and the motion was agreed to.)

Mb. E. W. Davis. Does this bill include fresh fruits and vegetables

in containers not standardized by Federal law for fruits and vege-
118 National Bureau of Standards

tables but governed by regulations of the Interstate Commerce Commission and by railroad tariffs ? The Chairman. This bill relates only to retail packages.

The next item on our program is the report of the Conference Committee on Methods of Sale of Commodities. I wish to say in this

relation that the Committee were not in entire accord on all of the

recommendations which will be made in the Committee report, some

of the Committee members having reservations relative to certain

proposals for standardization of practices and methods. However, it

was felt advisable to develop the consensus of the Conference, and

therefore the report was signed out by the Committee in order to

bring these proposals before the Conference for consideration.

REPORT OF COMMITTEE ON METHODS OF SALE OF COMMODITIES,

PRESENTED BY ALEX PISCIOTTA, CHAIRMAN

At the 1940 National Conference on Weights and Measures, a Committee on Methods of Sale of Commodities was created for the purpose

of studying and reporting for adoption to the Conference this year the

proper methods by which certain commodities should be sold. It is the

desire of this Committee to recommend for adoption, where possible,

by various States and jurisdictions, uniform methods of sale of certain

commodities which are in the best interests of the consumer and manufacturer. It has been found, to the distress and confusion of manufacturers, that one jurisdiction may require the sale of certain commodities by net weight, whereas a compliance with such a ruling would be

in violation of the law in another jurisdiction which may require that

these same commodities be sold by numerical count.

It is a fundamental rule in weights and measures that the net weight

or measure shall be the basis of sale of commodities to the ultimate

consumer. Whether or not a commodity should be sold by net weight,

measure, or numerical count should depend upon what is most informative to the ultimate consumer. Sale by gross weight or the use of

qualifying terms or phrases in connection with the net content marking

offers little or no information to the consumer as to the actual contents

of a container. Long-established practice and custom have permitted

the sale of certain commodities by gross weight. Yet in some States

sale of commodities in this manner is prohibited. By the same token,

the use of qualifying terms or phrases in connection with net-content

marking is prohibited by most jurisdictions and permitted by some.

These uncertainties and difficulties in uniform practice have been re- sponsible for the creation of unfair competition amongst manufacturers. It has also been detrimental to the consumer's interest.

It is first recommended that any statement pertaining to the marking

of the contents on a label or container shall be prominently placed

thereon with such conspicuousness (as compared with other words,

statements, designs, or devices) and in such terms as to render it likely

to be read and understood by the ordinary individual under customary

conditions of purchase and sale.

Tolerances should be reasonable and should allow for possible shrinkages in weight or measure due to atmospheric or other conditions. The

most serious question for our consideration was the establishment of

uniformity in the proper allowance for shrinkages. It is the consensus

of opinion of this committee that for the purpose of determining the
Thirty-first Conference on Weights and Measures 119

actual net weight or measure of commodities, tolerance shall mean a

permitted variation from the marked or indicated net content of a

commodity. Such variations shall be as often above as below. Commodities which show a natural shrinkage should be so overpacked as

to assure the housewife of the receipt of the exact amount specified on

the label at the time of sale to her. A uniform shortage of all packages

of one commodity sold by the same packer, though within the tolerance,

should not be permitted.

The following recommendations are hereby made for consideration of

the Conference. Their purpose is to regulate the proper methods of

selling commodities for retail sale to the ultimate consumer and are

not intended to interfere with trade customs or practices which are

recognized and accepted at the present time between manufacturers,

packers, distributors, and dealers of any particular commodity. It is,

however, recommended that the manufacturer mark his commodities in

such a manner as to aid the retailer to sell such commodities pursuant

to the following recommendations

:

1. Meat and meat products.—These shall be sold by net weight only. Where

meat and meat products are packed in containers, the wholesaler or packer shall

indicate the net weight on the wrapper or container. In place of the net weight,

it shall be permitted to indicate the gross and tare weights with the additional

requirement that there shall be indicated on such wrapper or container a statement to the effect that the ultimate retailer must ascertain the correct net weight

by reweighing the package at the time of sale to the consumer. Meat products

shall include all poultry and prepared meats, and also squabs, broilers, guinea

hens, pheasants, etc., when sold for food purposes (not for breeding) . Sale by the

piece or head shall be prohibited.

2. Dried fish and fish products.—These shall be sold by net weight. When

packed in containers or wrappers, the net contents shall be clearly and conspicuously marked. It shall be permitted, however, to print the tare weight alone

with a conspicuous statement on each wrapper or container to the effect that the

retailer must reweigh the package in order to ascertain the actual net weight at

the time of sale to the consumer.

3. Flour.—This shall be sold or offered for sale by net weight. The net weight

shall mean the actual net weight at the time of sale to the retail merchant. Flour

in containers in excess of one pound shall be packed in one or more of the following capacities : Two Pounds, Five Pounds, Ten Pounds, Twenty-Five Pounds, and

multiples of Twenty-Five Pounds.

4. Tea.—This shall be sold by net weight. When sold in the form of tea balls or bags, it may be sold by numerical count, provided that the net weight shall

also be conspicuously indicated on the container thereof; and further provided

that it shall be sold in the following numerical count and none other : Ten, Fifteen,

Twenty, Twenty-Five, Fifty, One Hundred and multiples of One Hundred ; and

further provided, that such tea balls or bags shall be packed on the basis of no

more than two hundred to the pound for the retail trade. Tea balls or bags, however, may be packed in numerical count of less than ten.

5. Cheese and cheese products.—These shall be sold by net weight.

6. Fascial and cleansing tissues.—These shall be sold by numerical count. The

number of sheets indicated on the container or wrapper shall be based on the

actual number of usable units, and not on the sum total of sheets needed to constitute a usable unit. Sheets of 2 or 3 ply shall, for the purpose of the net content

marking, constitute a single unit. The size or dimensions of each sheet must also

be indicated on the wrapper. A proper marking shall be, for example, "250 double

sheets (500 single sheets)." The marking of the numerical count may be supplemented by an indication of the net weight, but in all cases the actual number of

usable units must be clearly and conspicuously indicated. Permissible tolerance

on numerical count shall be not in excess of 3%, and on sheet dimensions not in excess of % inch on one dimension, but not on both.

7. Toilet tissues.—These shall be sold by numerical count. The size or dimensions of each sheet must also be indicated on the wrapper, and the minimum size

for each sheet shall be 4

1

/2 inches by 4y2 inches. The number of sheets indicated

on the wrapper shall be based on the actual number of usable units and not on the
120 National Bureau of Standards

sum total of sheets needed to constitute a usable unit. Sheets of 2 or 3 play shall,

for the purpose of the net content marking, constitute a single unit. A proper

marking shall be, for example, "250 double sheets (500 single sheets)." The

marking of the numerical count may be supplemented by an indication of the net

weight, but in all cases the actual number of usable units muist be clearly and

conspicuously indicated. Permissible tolerance shall be not in excess of 3% on

numerical count.

8. Sheet tissue.—This shall be sold by numerical count. The container shall

be clearly and conspicuously marked with the numerical count and size of sheets

contained. A ream shall consist of 480 sheets. When the numerical count

is indicated by the use of the word "1 ream", or "% ream", the actual count

should also be stated.

9. Paper napkins and towels.—These shall be sold by numerical count. Containers shall be clearly and conspicuously marked with the numerical count

and the size of the sheet contained in the package. Rolls or packages of

paper towels for industrial use only and not for resale need not be marked

individually when the container in which the paper towels are packed is

marked to show the number of rolls and the count and size of each roll or package.

10. Stationery and tablet paper.—These shall be marked with the number

and size of the sheets contained therein.

11. Writing and book or printing papers.—In sales by weight outside wrappers will be; marked to indicate the size of the sheet, the count of the ream,

and the net weight per ream or per 1,000 sheets.

The actual net weight, not including the wrapper, shall not vary more than

5% plus or minus from the stated weight, except that in the case of coated

paper, plus or minus variation may be 8%.

In the case of paper sold by sheet count, the outside wrapper shall be marked

with the number of sheets and the size of the sheet. The permissible variation

in sheet count shall not exceed plus or minus 5%.

12. Wrapping paper.—This shall be sold in one of the following ways

:

a. By Numerical Count.—When sheets are sold on a numerical count basis,

the number of sheets or reams in each bundle and the size of the sheet shall

be clearly indicated. A ream shall consist of 480 sheets. The tolerance shall

be 5%.

b. By Net Weight.—Wrapping paper in rolls shall be sold or offered for

sale on the basis of net weight. The outside wrapper or the core may be

marked with the net weight or the gross and tare weight. It will be sufficient

for a paper mill or converter to mark only the tare weight on the container

and the net weight shall thereafter be determined at the time of sale by the

dealer or person making such sale by deducting the tare weight from a determined gross or scale weight.

c. By Ream Weight.—This is the weight of 480 sheets, 24 inches by 36 inches,

commercially referred to as the designated basis weight. Such sales by ream

weight are to be permitted only in the trade and not in retail sales to ultimate consumers. When other size sheets than' the standard 24 by 36 inches are

used, the weight for that size shall be computed proportionately from the

basis weight.

13. Matches.—These shall be sold by numerical count and each box shall be

so marked.

14. Twine and cordage.—These shall be sold by standard net weight or measure. Each ball, tube, and bale must be marked with the weight or linear

measure of the twine or cordage, the weight being the net weight or the gross

and tare weights. If a number of balls, tubes, cones, coils, or reels, are sold

in a container and are not sold separately, it will be sufficient if the total

length or net weight be marked on the container. A tolerance of 4% will be

allowed.

15. Linseed oil and turpentine.—When sold or put up for the purpose of sale

in sealed containers in quantities of less than five gallons, the amounts shall be

in terms of the United States standard gallon of 231 cubic inches, its multiples

or regular subdivisions, i. e, % gallon, quart, or pint, and none other, at marketing

temperature.

Note : These regulations are not to be construed to prevent the sale of these

commodities in any quantities for immediate delivery from bulk.

16. Aluminum or bronze paints.—These shall be sold in one of the following

ways

:
Thirty-first Conference on Weights and Measures 121

a. Where aluminum or bronze paint is prepared in containers which separate

the aluminum or bronze powder or paste from the liquid, the container in which

the powder or paste is enclosed must be marked by avoirdupois net weight and

that part of the container containing the liquid must have marked thereon the

liquid measure contained therein.

6. The powder or paste may be marked in avoirdupois net weight on the

container as described above, and a statement must be made on that part of the

container containing the liquid reading, "The contents of this can when mixed

with the powder or paste (quoting the weight of the powder or paste) will make

one quart" or whatever the liquid measure of the mixture will be.

Respectfully submitted,

Alex Pisciotta, Chairman,

James O'Keefe,

M. A. Hubbard,

Joseph G. Rogers,

Committee on Methods of Sale of Commodities.

(It was moved and seconded that the report of the Committee be adopted.)

DISCUSSION ON RECOMMENDATIONS FOR WRAPPING PAPER

Mr. T. J. Burke (Sulphite Paper Manufacturers Association). I

notice what I believe is an inadvertent error under the heading "wrapping paper." In paragraph a a tolerance of 5 percent is stated;

in paragraphs b and c no tolerance is stated. From conferences

with Mr. Pisciotta, I believe that it was intended to include a tolerance

of 5 percent in paragraphs h and c. Mr. Pisciotta. The omission of the tolerance in paragraphs b

and c under "wrapping paper" was an oversight, and the statement

"the tolerance shall be 5 per cent" should be added to each of these

paragraphs.

Mr. T. J. Burke. I have one other suggestion relative to the recommendation for "wrapping paper." For many years it has been a

practice in the trade to sell 500 sheets to the ream in the case of certain

grades of wrapping paper. My suggestion is, that in paragraphs a

and c the words "not less than" be inserted before the figure "480,"

so as to define the ream as "not less than 480 sheets."

Mr. Pisciotta. There is no objection to those changes.

[Secretary's Note.—As a result of a conference with representatives of the

paper industry, held subsequent to the adjournment of the National Conference,

Mr. Pisciotta reported that there are numerous instances in which wrapping

paper in sheets is sold on a basis of net weight rather than on a basis of sheet

count or ream weight. This appearing to be a proper method of sale, Mr.

Pisciotta recommends that paragraph b under the heading "wrapping paper"

be amended to recognize the net weight basis for wrapping paper in sheets, the

amendment to consist of the insertion, after the words "wrapping paper in rolls"

in the first line of the paragraph, of the following

:

(or sheets when not sold by count or ream weight)

making the first sentence of paragraph 5 read as follows : Wrapping paper in rolls (or sheets when not sold by count or ream weight)

shall be sold or offered for sale on the basis of net weight.

the remainder of the paragraph being unchanged,]

DISCUSSION ON RECOMMENDATION FOR FLOUR

Mr. Kirk (Quaker Oats Co.). Under the heading "Flour" we should

like to simplify the series by omitting the 75-pound bag of flour.

Mr. Pisciotta. In other words, you suggest that the series be 25

pounds, 50 pounds, 100 pounds, and multiples of 100 pounds, instead

cf providing for multiples of 25 pounds ?
122 National Bureau of Standards

Mr. Kirk. Yes, Sir

!

Mr. Pisciotta. If that is what the industry wants, we have no objection to making that change.

Mr. Ackerman. Are you not introducing new standards for flour

packages ? Our flour is now put up in sacks of 98 pounds, 49 pounds,

and 24!/2 pounds.

Mr. Pisciotta. It is our thought to propose a change, The industry

is requesting standardization on the basis of units of 5 pounds, 10

pounds, 25 pounds, 50 pounds, and so forth, and the elimination of the

present odd sizes of 24% pounds, 49 pounds, 98 pounds, and so forth.

It should be remembered that this entire report is an expression of

the Committee's opinion on what this Conference would like to have

done relative to methods of sale of commodities. Of course, nothing

can be done at once in those State and local jurisdictions having laws

the provisions of which are contrary to the recommendations of the

Committee report ; if such laws are to be changed in the future, this

report may be taken as a guide in drafting such changes. Other

jurisdictions may be willing to adopt the standards recommended

without delay. All of the Committee recommendations are made to

promote uniform practice in the methods by which merchandise is

sold.

Mr. Schuster. The 196-pound barrel for flour is the present standard in this country; why not recognize this standard and its subdivisions down to the one-eighth barrel ? If we ignore national standards, I am sure that we will promote confusion rather than uniformity.

Mr. Pisciotta. I understand from weights and measures officials and

also from the industry that although 196 pounds is recognized as the

standard for a barrel of flour in many jurisdictions and by many manufacturers, there are other jurisdictions and manufacturers not recognizing that standard. Our attempt is to recommend uniform practice.

If the industry has no objections, should weights and measures officials

object?

Mr. McBride. Do I understand that the industry was consulted prior

to these recommendations, so that this is not just a recommendation

of your Committee? In other words, does the report represent your

recommendations after conference with the industry ? Mr. Pisciotta. Practically all of these matters, including flour in

particular, have been subjects of discussion since as far back as 1937.

Conferences have been held from time to time with representatives of

industry, and there has been correspondence with other weights and

measures officials. The only point of controversy with the industry

is the question of shrinkage; as far as other points are concerned we

are in agreement.

Mr. Schuster. Have you had any report from the States on their

attitude toward changing the standards for the flour barrel ? Mr. Pisciotta. Some have agreed and some have not committed

themselves.

Mr. O'Keefe. Is there any member of the industry here today?

Mr. Pisciotta. Mr. Kirk is one of the members of the industry.

Mr. O'Keefe. I should like to have Mr. Kirk express himself on this

matter of standards for flour packages.

Mr. Kirk. We feel that it would be much better if we had a 200-

pound barrel of flour and a series of uniform simplified package
Thirty-first Conference on Weights and Measures 123

weights. Flour is now marketed in packages containing 1, 1%, 2,

2%, 3, 31/2, 5, 6, 7, 10, 12, 121/4, 24, 24%, 48, and 49 pounds, and so on.

The retailer who usually carries 3 or 4 nationally advertised brands

of flour and 2 or 3 local brands of flour in perhaps 7 or 8 sizes, may

have in his store 60 or 70 different package sizes. It seems to me it

would be a good thing for the industry and for the consumer to effect

simplification.

Mr. O'Keefe. I should like to ask Mr. Kirk if he is a representative

of the flour industry.

Mr. Kirk. I am representing the Quaker Oats Co.

Mr. O'Keefe. Then it appears that you are not representing the flour

industry ; I should like to hear from a member of the flour industry.

Mr. Krueger (Millers National Federation). Mr. Chairman, as a

representative of the Millers National Federation, I believe that I can

speak for the association and for the flour-milling industry. The

industry would support standardization of packages, but I do not

believe that the industry has ever made any specific recommendation

as to what that standardization should be, or that it has recommended

any specific sizes.

Mr. J. P. Leonard. I think that we should stand by the standards

which have been legally established for a long time, and I recommend

that no changes be made.

Mr. O'Keefe. We are trying to make recommendations which will

simplify trade practices. We do not want to do anything that is harmful to any industry, and we do not wish the gentleman from New Jersey to think that we are simply trying to tear down existing standards.

Mr. Harrington. I think the purpose of these Conferences is to

bring about simplification and improvement in trade conditions and

not simply to endorse existing practices. If we can bring about progress

in methods of sale and merchandising, we should do so. Mr. Woodland. As a manufacturer of scales, my company has been

associated with flour mills for more than a quarter of a century. There

have been two standard barrels for flour in the United States—one is

the barrel of 192 pounds, which is recognized in the south, and the other

is the barrel of 196 pounds, w

T hich is recognized in the north. If the

barrel for flour could be standardized, it would simplify our problems

as manufacturers.

Mr. Pisciotta. Before the Conference program was made up, Mr.

Smith, the Secretary of our Conference, asked me what commodities

would be discussed in the report of my Committee, so that he could

take steps to inform the industries affected. If industries are represented here and are silent, or if they are not represented, their silence

or their absence may be construed as agreement with the recommendations or as indication that they are not interested. Is it not a fact,

Mr. Smith, that the industries have been given an opportunity to be

represented here ? Mr. K. W. Smith. We have tried to give all possible publicity regarding the subjects which would be discussed on our program. It is for

that reason, Mr. Pisciotta, that I asked you to let me know in advance

the items that would be covered or considered in your report, and that

is why there was included in our advance program and in our printed

program a list of those items which you reported to me. We did that
124 National Bureau of Standards

so that the affected industries would have the opportunity of contacting you, as chairman of the Committee, in advance, and of being here

at the Conference to listen to the report of the Committee and to

participate in the debate following the presentation of the report.

Mr. Ackerman. I am from Minneapolis, where we have the largest milling companies in the world. Just because we did not ride

the airplanes a hundred years ago is no reason why we should not

ride them today. I see no reason for opposing a change in an existing standard just because it has not been changed for a hundred years.

I think the Committee recommendation is a good one.

Mr. Jansey. Speaking not as a representative of the Triner Scale

Co. but as a consumer, I think that this Committee has done a notable

piece of pioneering work. While all of these recommendations cannot be accepted at once, I think that eventually they will be adopted.

Certainly from the standpoint of the weighing operation, it is much

easier to weigh commodities at even weights. As a consumer, 1

think that we should try to adopt these newer standards, even though

this might result in some little difficulty at first.

DISCUSSION ON RECOMMENDATION FOR LINSEED OIL

Mr. Moore (Archer Daniels Midland Co.). I represent a linseedoil manufacturer. The procedure recommended in this report relative to linseed oil involves a very radical change for our industry.

For more than a hundred years we have recognized the 7%-pound gallon for linseed oil. However, if it is the consensus of you gentlemen

that you want packages of less than 5 gallons based upon a 231-

cubic-inch gallon, I can assure you that the linseed-oil industry will

gladly go along with you. Right now we are faced with the urgent

problem of materials for our cans; moreover, to make any changes

in them requires time. We have a stock of some one million cans

around the country that have been packed on the old basis. I would

appreciate very much the cooperation of all of you gentlemen here

if you will bear with us until we can make the necessary changes.

We will start immediately to pack on the basis of the standard gallon

measure for those States in which such a requirement is now in effect,

but we must make some provision for cans already packed. If you

will just bear with us for a time until we can get new cans, we will

go along with you.

I have just one comment on the Committee's recommendation;

this now specifies "marketing temperature." We should prefer to

have stated a specific temperature. Under the ASTM specifications,

all constants for linseed oil are based on a temperature of 15.5°C;

I should like to have that incorporated in the recommendation.

Mr. Pisciotta. It was the intention that "marketing temperature" should mean the standard recognized by the industry. Since

you say this is 15.5°C, that temperature can properly be substituted.

Mr. Fuller. When a customer bu}Ts at retail he asks for a pint

or a quart or a gallon of linseed oil, and I think he should not be

confused by a wholesale trade custom which has nothing to do with

the consumer. When a creamery company buys milk from the

producer it ordinarily buys on a weight basis, but it doesn't sell to

the consumer in that manner.
Thirty-first Conference on Weights and Measures 125

In California we have had, for many years, a regulation requiring sale at retail by liquid measure, and it was a surprise to find

packages of linseed oil marked "one quart, basis 7y2 pounds", which

did not contain 1 quart. When the consumer asks for a quart he

will be handed one of these cans. He thinks he is getting a quart,

but he is not. After this matter came up, notwithstanding the

fact that we notified the responsible parties of our requirement,

cans began to come in marked on the label "on the basis of weight

only"; that is, on the basis of 7y2 pounds to a gallon. The outside

of the carton would be marked "24 one-quart cans", and the cans

were large enough to hold a quart, but they did not contain a quart

of linseed oil.

I realize that there are certain difficulties in marketing, but I do

submit that their proposal that, simply because thousands of cans

have been put out and are in the hands of retail merchants, we

permit their sale to the consumer, who will think in every case

that he is getting a pint or a quart by measure, whereas he will be

getting less than that amount, is not a sound proposition from

the standpoint of good weights and measures administration and

the protection of the consumer.

Mr. Ackerman. When we investigated this matter about 6 months

ago we told the manufacturers that they could not set up their

own standard for a gallon, that weights and measures officials know

that a gallon contains 231 cubic inches, and that we intended to

see to it that gallons of linseed oil contained 231 cubic inches. The

State law in Minnesota does not require that linseed oil shall be

sold by the gallon, and it was found that it could be sold by

weight; I understand that labels accordingly were changed to conform with our law in Minnesota.

I think what Mr. Moore has asked is, that we be tolerant until

this matter can be entirely straightened out. They are willing to do

anything which we want them to do, and only ask that we be tolerant

until they can get the old packages off the market.

Mr. Fuller. At the same time, you realize that whenever one of

those old packages is sold the customer buying it will believe he is

getting a pint or a quart, and he will not be receiving that amount.

Mr. Pisciotta. As I understand Mr. Moore, he says that they have

already begun to market full-measure packages, that they are not

going to market any packages on the old basis, but that he wants an

opportunity to dispose of packages already distributed. I think in

most jurisdictions the laws are not so strict that the officials would

have any objection to this proposal, having in mind conditions with

which we are confronted today and with the understanding that

within the very near future all packages will be on the approved

basis.

Mr. Moore. As far as our customers are concerned, there is no

short measure, because payment is made to us on a pound basis for

the actual amount of linseed oil in the can. If we put a full United

States gallon or a full United States quart into a can, the amount

which the customer will pay us will be proportionately greater than

it is under the present basis.

Mr. Todd. If the customer was paying for linseed oil by the pound,

I wish to ask why the can was labeled in terms of the gallon ? 423341—42 10
126 National Bureau of Standards

Mr. Moore. A gallon can would be labeled "one gallon—basis 7%

pounds to the gallon." That has been the custom of the trade dating

back many years. It was wrong, and we discarded it when it was

called to our attention.

DISCUSSION ON RECOMMENDATIONS FOR FACIAL AND CLEANSING TISSUES AND

TOILET TISSUES

Mr. Baucom. I think it will be confusing to have packages of facial

and toilet tissues marked, first, "250 double sheets" and then, "500

single sheets." Why not say simply "250 two-ply sheets"? I think

this change should be made in the recommendations for facial tissues

and for toilet tissues.

Mr. Pisciotta. In these things we try to operate on the principle

of give and take. The industry has agreed to correct what was most

objectionable, that is, marking packages only to show the number of

single sheets, and we effected a compromise and recommended that

the statement "250 double sheets" should come first, to be followed,

in parentheses, by the statement "500 single sheets." If the customary single-sheet declaration is suddenly removed from the package

and only the double-sheet count is shown, the consumer will not immediately understand what has happened, and may believe that the

package contains only half as much as before. I think it is fair and

proper that the explanatory single-sheet marking be permitted for

the time being ; perhaps that will be dropped within the next 2 or 3

years as no longer needed after customers become acquainted with

the new marking.

DISCUSSION ON RECOMMENDATION FOR MATCHES

Mr. Siegler. The recommendation for matches provides that these

shall be sold by numerical count. Does that mean all boxes?

Mr. Pisciotta. That recommendation was made because boxes are

sometimes marked to show their cubical contents; such a statement

does not tell how many matches there are. The recommendation is

intended to refer to household matches and not to "match books."

ACTION ON REPORT

The Chairman. The question is on the adoption of the Committee

report. Since I happen to be a member of this Committee, I wish to

say for the purpose of clarification that you must keep in mind

definitely that the Committee report is just presenting recommended,

desirable procedure. In some States it may be impossible or inadvisable under present conditions to make any of these changes. The

recommendations are offered as representing sound principles which

the Committee feels should be adopted whenever it is feasible to do

so. We are not recommending any drastic action. Mr. Pisciotta,

as chairman of this Committee, has devoted much thought and effort

to these matters and has held many conferences. What is now

presented represents the best thought at the moment. Let me repeat,

that no precipitate action is contemplated, and that the report should

be understood as presenting desirable recommendations to be

adopted when the time is propitious and when such action can be

taken without undue hardship upon anyone concerned.

(The question was taken and the motion to adopt the Committee report was

agreed to.)
Thirty-first Conference on Weights and Measures 127

Mr. K. W. Smith. Mr. Chairman, for the purpose of keeping the

record accurate, I wish to know whether this action of the Conference

in adopting the Committee report means that there have been written

into the report the changes in the recommendations for flour, wrapping paper, and linseed oil and turpentine with respect to which

the Committee chairman signified his agreement during the course

of the debate.

Mr. Pisciotta. That is my understanding. I have a corrected copy

of the report embodying those changes, which I shall give you.

(At this point, at 12: 50 p. m., the Conference took a recess until 2 p. m.)

SIXTH SESSION—AFTERNOON OF THURSDAY, JUNE 5,

1941

(The Conference reassembled at 2 : 25 p.m., Lyman J. Briggs, President of the

Conference, in the chair.

APPOINTMENT OF SPECIAL COMMITTEE

The Chairman. Yesterday morning there were announced appointments to two important Committees of this Conference; I wish to

say that the membership of those Committees was arrived at in consultation with the officers of the Conference. I now have to announce

the membership of the special committee recommended in the report of

the Committee on Legislation, the special committee to be charged

with the duty of seeking the introduction into the Congress of the

proposed Federal Standard Food Package Bill and of assisting in

every practicable way in the ultimate enactment of that bill. I have

appointed Alex Pisciotta, of New York City, as chairman, and George

M. Roberts, of the District of Columbia, and J. A. Meek, of Virginia,

as additional members.

As stated in our program, our session this afternoon is an open

forum for the discussion of matters of interest ; I think that is a very

happy feature of our program.

DIFFERENCES BETWEEN "COMMERCIAL" AND "AREA" MOTOR-TRUCK

SCALES

DEFLECTION OF VEHICLE-SCALE WEIGHBRIDGE MEMBERS

Mr. Spinks. I am not qualified as an engineer to discuss the differences between commercial-type scales and AREA scales, but apparently we have gone on record, as scale experts and weights and

measures experts, to the effect that the AREA scale is the better weighing machine. I recently heard that only about 5 percent of the scales

sold by one large manufacturer were AREA scales, the remainder

being of the "commercial" type. A few moments ago I heard that another manufacturer sells about 20 percent AREA scales. So it appears

that AREA scales are being sold, but in my opinion the proportion

of such scales is entirely too small.

In the installation by weights and measures officials of "master"

scales, I think there is an opportunity to popularize the AREA scale.

When anything is a "master", that means to me that it is better than

something else; so when you put in a scale and call it a master scale

I think you should have a scale better than the ordinary scale and if

the AREA scale is the best that we know about in this country, then all

master scales in all judisdiction should be AREA scales. Moreover, I

believe that such an example will encourage industry to follow your

lead.

129
130 National Bureau of Standards

Mr. Harrison. For purposes of the record, and to bring about a

clear understanding, I think that some comments on the differences

between AREA specification scales and other types, frequently re- ferred to as "commercial" types, may be in order; I may be pardoned for interjecting these remarks in view of the fact that I am

chairman of the committee charged with writing the latest form of

the specification which was originally adopted by the American Railway Engineering Association in, I believe, 1923.

The essential consideration which led to the formulation of that

specification was a recognition by people in a position to know, that

unless some standard were set up it would be more or less impracticable to get bids on comparable merchandise made by different

manufacturers. In setting up the specification, so that it might be

referred to by those who chose it as a standard, an effort was made

to incorporate in the material such requirements as seemed, upon

technical analyses, to be warranted. Specifically, some of the faults

which had in some instances existed in previously marketed scales

were thought to be corrected, and I think that is particularly true

Avith respect to the strength of the parts beneath the platform, including especially the weighbridge structure. It was felt that what

was described in the formal language of the specification should, perhaps, give the maximum useful service for the investment made.

I have seen instances in which a community installed what they

were pleased to call an official scale which at least superficially was

lacking in the strength and other characteristics which would make it

a high-class weighing machine to which they could point with pride

and which they could regard with confidence as being accurate under

all practical conditions of use. I think that Mr. Spinks has put the

proposition very nicely in saying that when a scale is installed as a

"master" scale, an effort should be made to install the best procurable

scale for that purpose. It so happens that the only engineering

specifications for vehicle scales that I know of which have ever enjoyed any widespread distribution have been those prepared by the

American Railway Engineering Association. The scale manufacturers participated in the preparation of those specifications, and

since the job was done there have been no efforts made by anyone else

to write anything particularly different ; the material has been used

by a great many agencies for their own specifications where they desired to use it as a basis and to change certain details, but still that

did not in any way affect the fundamental value of the AREA specification.

Mr. Hubbard. I should like an expression on the advisability of

installing as a master scale a scale equipped with an automaticindicating dial mechanism. In many localities the purchasing agent

depends upon the advice of the scale manufacturer's representative.

I suppose that in some instances the salesman recommends the highest

priced scale which he has to offer, whether or not it is best suited

for the purpose for which it is to be used, resulting in some jurisdictions installing scales which are not best adapted to service

demands.

Mr. Pisciotta. The New York City official scale is a dial scale.

One reason for the selection of that style was to provide means
Thirty-first Conference on Weights and Measures 131

whereby the person whose truck is being weighed may see the scale

indication. Another feature of our scale is the registering mechanism, which eliminates the possibility of mistakes by the weighmaster in reading the scale indication and writing the weight record

on the ticket. Our scale has been in service for almost a year and has

given us entirely satisfactory service; the automatic indication of

weight on the dial has eliminated disputes between weighmaster and

trucker relative to the weights indicated by the scale.

Mr. Hubbard. New York City has an advantage over many local

jurisdictions in that they have available the facilities for checking the

accuracy of their scale at any time. I am not disparaging the automatic-indicating scales, but it is a fact that they are much more

complicated than the simple beam scale, and I believe that the simpler

the scale the better it is for use as a master scale.

Mr. Watson (Soweigh Scale Co.). There appears to be considerable confusion between what is meant by a "master" scale and what

is meant by a "city" scale. I do not think the terms should be used

interchangeably. There are all kinds of city scales ; you have probably seen them with capacities as low as 6 tons, perhaps with timber

weighbridges and in varying states of disrepair. A master scale

would never be in such condition. Answering Mr. Hubbard's question, a master scale as such certainly should not be equipped with

automatic-indicating elements ; but if he means a city scale, there are

many reasons why such a scale should be equipped with automaticindicating elements.

Mr. Bennett (Toledo Scale Co.). Why is it improper for a master

scale to have automatic indication of weight ? Mr. Vroome (Howe Scale Co.). Perhaps I can clear up some of

the misunderstanding of terms which Mr. Watson has mentioned.

The scale which Mr. Pisciotta has in use was installed primarily for

production weighing and not as a master scale. It is, incidentally, a

master scale because it happens to be owned by the city of New

York. It has a combination automatic-indicating attachment and

recording attachment, and a weighbeam, and it is tested frequently

and carefully. It can be used as a master scale, but the predominant

use of that scale is as a production scale, and so it needs to be an

automatic-indicating scale.

In the State of Connecticut there are a number of official highway

scales, all equipped with automatic-indicating attachments. The primary purpose of these scales is to police the highways to avoid overloading of trucks. These may be termed master scales, but I have

seen newspaper accounts of a line of trucks a mile long waiting to be

weighed on one of those scales. Obviously, such a scale cannot be

like the master railway track scale of the National Bureau of Standards in Chicago, equipped with counterpoise weights and a weighbeam, and designed for precise weighing; those highway scales must

be production scales.

There are very few places in the industrial east where there are

actual master scales. Many towns have vehicle scales which have

been installed because there are no other facilities for weighing

vehicle loads; because these are owned by the towns, they are considered as official scales, but they are not actually master scales as the term is applied to railway track scales.
132 National Bureau of Standards

Mr. Klocker. I am very much interested in this general subject, but

1 am not so much interested in whether a scale is equipped with a

weighbeam or with automatic-indicating elements, because it has been

my experience that whatever the indicating elements may be, they

are no beter than what is under the platform. Our particular

problem in Connecticut is based on the difference between an AREA

motor-truck scale and a commercial motor-truck scale, and this starts

with the weighbridge. I should like to give you an example.

At one point in Connecticut, two 40-foot motor-truck scales were

installed about 2 years ago in close proximity; one of these is an

AREA scale and the other is a "commercial" scale. These scales

weigh approximately 250 loads a day. We check these scales periodically, and the AREA scale has never once been found outside the

tolerance. About every 3 months the commercial scale gets out of

condition, requiring repair and/or adjustment. The weighbridge of

this commercial scale has a deflection, under load, of from iy2 to 1%

inches by actual measurement, and I believe that this deflection has

an important bearing on the accuracy of the scale.

Accordingly, on any motor-truck scale installation in Connecticut,

if there is very much weighbridge deflection—I will not specify how

much—we shall absolutely refuse to seal the scale. I have been waiting for 2 years for the Committee on Specifications and Tolerances

to give this matter consideration, and they haven't done it. I do not

wish to make any rules or regulations specifying minimum weights

for weighbridges which may conflict with the Conference codes, but

motor-truck scales are not intended to last only a year or two—they

will probably last 20 or 25 years; and if trouble develops the first

year there will probably be trouble continually. In the particular

example which I have cited we have had trouble with this scale for

2 years, and this has caused expenses for the scale owner and for the

State.

I also wish to mention four-section motor-truck scales. Our highway department wished to purchase six of these for our use in checking trucks for overloading. There were no purchase specifications

available for such scales, and the comptroller gave me the job of preparing some ; not being a scale engineer I had to call on Mr. Harrison

to help me out. The specifications were drawn up, the scales were

purchased, and two have already been installed and are working satisfactorily. These scales are designed for loads up to 110,000 pounds.

Incidentally, the penalties assessed for overloaded vehicles are helping to pay for these scales.

It seems to me that the Conference or the Committee on Specifications and Tolerances should design a four-section motor-truck scale

for industrial use. I should like very much to hear from Mr. Richard

on that suggestion.

Mr. Richard. Before I undertake a direct reply to Mr. Klocker's

question, let me make one suggestion for clarification of the distinction between a master scale and a city scale. Let us define a master

scale as a precision scale, designed and installed for use as a comparator—as a laboratory instrument, if you will—to standardize test

weights; that is the accepted meaning of the term in the railway

track scale field, and within certain limits the term may be so interpreted relative to vehicle scales. Let us think of the other type of
Thirty-first Conference on Weights and Measures 133

scale—the city scale—not as a master scale, but as a referee scale or as

a public weighing scale.

^Referring now to Mr. Klocker's question, this seems to involve

two considerations, first, AREA scales versus commercial scales, and

second, weighbridge deflection. There is no doubt in the minds of

those informed on the subject that the AREA specification scale is

the quality scale of the vehicle-scale production line. It is perhaps

regrettable that a greater number of AREA specification scales have

not come into use. Let me cite a comparison which, perhaps, will illustrate the situation. Fully 98 percent of the railway track scales

sold today conform to AREA specifications; probably less than 5

percent of the vehicle scales sold today conform to comparable AREA

specifications. What does that mean? It means that the rail transportation industry is providing itself with superior weighing equipment, and that the highway-vehicle weighing interests are content

with a relatively inferior product.

Turning to the subject of weighbridge deflection and the adequacy

of strength and weight of weighbridges, there are two considerations.

One is the necessary strength of the weighbridge girders to support

loads without excessive deflection, thus transmitting vertical moments

of force, to the pivots and bearings. The other involves the mass and

inertia of the weighbridge. This second consideration is one which

is frequently overlooked. It is important that the weighbridge and

platform structure of every scale have such mass and inertia that

under the tremendous impacts incidental to traffic conditions they

will not become displaced, causing displacement of parts or impairing the alinement of connections. Heavy steel weighbridges are

therefore most essential, both from the point of view of the necessary

strength and rigidity to prevent deflection and from the point of view

of the necessary mass to prevent derangement of parts. I should like

to see twice as much steel used in every weighbridge as is customary

practice today.

Mr. Christie. In New Jersey we have recently had considerable

trouble as a result of weighbridge deflection. By taking a convenient

position in the scale pit and having someone else operate our testing

unit, I have been able to observe some of the conditions which appear

to be responsible for discrepancies in weight results. It has been

found that there is serious displacement of the lever system, with the

resulting introduction of horizontal force components, and there are

also binding conditions. Weighing errors at 30,000-pound load have

mounted to as high as 1,200 and 1,500 pounds on one end. When these

serious weighbridge deflections take place we do as Connecticut does

refuse to seal the scales for commercial use until corrections have been

made.

The subject of master scales interests me, because we have only one

testing unit in New Jersey, and it takes more than 2 years to make a

complete routine survey of the State. We have attempted to locate

at strategic points throughout the counties, properly installed and

maintained vehicle scales, which are carefully tested for accuracy

and are then used by the local officials as "comparing" scales. Such

scales might perhaps be loosely designated as "master" scales; in

any event their accuracv is well within the prescribed tolerances, and

they enable the local officials to keep the scales within their jurisdic-
134 National Bureau of Standards

tions within the applicable tolerances until the State testing unit

can make its routine inspection. This is a subject which I hope someone will investigate and report upon to this Conference within the

next year or so. Mr. Hansen. For many years we have tested the scales at the livestock weighing station at South St. Paul, Minn., to the full capacity

to which the scales are used in weighing ; that is, if a scale is used to

weigh loads of as much as 30,000 pounds, 30,000 pounds of test weights

are used to test that scale. These are all "State weight" scales, a State

weighmaster being employed to do the weighing. The scales are tested

every 30 days and the tolerance prescribed is one-fourth pound per

thousand pounds of applied test load. I have found scales within that

tolerance month after month for as long a period as 2 years without

intervening corrections. Of course, the scales are all installed on concrete piers, in concrete pits which are provided with proper means for

drainage. There are more than 30 of these scales at South St. Paul, and

they should really be known as master scales because of their accuracy.

Mr. Klocker. The statement was made a short time ago that 95 percent of the railway track scales being installed are AREA specification scales. Why is that true for railway track scales and not for

vehicle scales? Is it because weights and measures officials are not

strict enough in their specifications and regulations ? Mr. Vroome. I think I can answer Mr. Klocker's question. Years

ago. when the first AREA vehicle-scale specifications were promulgated, the National Bureau of Standards issued them as National

Bureau of Standards Letter Circular LC152. Under that designation,

they enjoyed much more prestige throughout the country than they

would have enjoyed as an American Railway Engineering Association

specification. When the National Bureau of Standards published the

four-section railway track scale specification as National Bureau of

Standards Circular C83, that enjoyed much more prestige in the minds

of industry than it would have enjoyed as an AREA specification

alone. I think the problem will largely be solved if the National

Bureau of Standards were to publish the AREA vehicle-scale specifications as a Bureau publication.

Mr. Bennett. Reverting to the discussion of master scales and city

scales, I believe—and I think I have enough experience to know—that

a scale equipped with either an over-and-under attachment, a dial, or

a weighbeam could be a master scale, and that the only reason that

there is such a term as master scale is because the person or the company or the institution that purchases that scale takes care of it and

makes it a master scale.

Mr. Boyle. Referring to Mr. Klocker's inquiry, I might say that

as long as I can remember, the railroads have had test cars of from

40,000 to 80,000 pounds which have been used in the testing of railway track scales. It is only within comparatively recent times that

weights and measures officials have had available sufficient test

weights to test vehicle scales even beyond their tare-weighing range,

and modern vehicle-scale testing units with their large test-weight

loads are only recently developing the conditions with respect to

vehicle scales which are comparable to railway track scale conditions

which were known to the railroads years ago and which have gradu-
Thirty-first Conference on Weights and Measures 135

ally been corrected in the development of present railway track

scales.

Mr. Klocker. Mr. Chairman, I move that the Committee on Specifications and Tolerances be asked to go into this matter and report

back at the next Conference.

Mr. Batjcom. Do you want a report, or do you want specifications

drawn up ? Mr. Klocker. The intention is to draw up specifications.

(The motion was seconded, the question was taken, and the motion was

agreed to.)

NET WEIGHT ON LIMBURGER CHEESE

The Chairman. Before proceeding with other items scheduled for

consideration, I wish to introduce George L. Mooney, Secretary of

the National Cheese Institute, who wishes to speak briefly on the netweight marking of limburger cheese.

Mr. Mooney. I hope that I am as successful in explaining my

problem to you as you have been in explaining scale problems to me

;

I have learned more about scales this afternoon than I knew before.

The members of the cheese industry in general, and of natural

limburger in particular, are grateful to the National Conference on

Weights and Measures for the opportunity and privilege of presenting a problem of mutual interest, namely, marking "net weight"

on natural limburger cheese. The problem is of interest to you in

your enforcement of the law; it is of interest to the industry because

of the risks of attempted compliance with law and the consequences

of violations due to uncontrollable factors inherent in the product.

It is common knowledge that limburger cheese has always lent

itself to humorous treatment, but it is not so generally known that

it is less accommodating when subjected to the serious application

of law. This characteristic was recognized by the Federal Government over 20 years ago when it exempted limburger from the netweight provisions of the Food and Drugs Act of 1906. Following

the passage of the new Federal Food, Drug, and Cosmetic Act, the

1918 order exempting limburger cheese was rescinded, the United

States Department of Agriculture announcing in February 1939 that

limburger cheese (and also Roquefort and brick) was no longer entitled to such exemption and must bear on the label a declaration

of net weight. Many States have similar statutory provisions, and,

having followed the Federal requirements since 1918, will likewise

adopt the new Federal interpretation and require a declaration of net

weight.

In providing for the net-weight declaration on food in package

form, the wording of the new Food, Drug, and Cosmetic Act is

the same as that of the Food and Drugs Act of 1906. However,

there is a fundamental ditference between the two laws. The old

law originally restricted mandatory labeling to net weight, while

the new law requires not only net-weight marking but also the

name and address of the manufacturer, distributor, or packer.

We appreciate the administrative difficulty of attempting to exempt a food from some of the mandatory labeling requirements

without extending such exemption to all of them. We submit, how-
136 National Bureau of Standards

ever, that granting a request for exemption in part, for reasons

previously recognized, is less difficult than including more than can

be justified. Exceptional treatment? Yes! Setting a precedent?

No ! Limburger has been so treated for years.

In August 1938, Mr. Kanzer, Director of the Bureau of Weights

and Measures of New York, issued an order requiring limburger

cheese to bear a declaration on the package of net weight or tare

weight. For reasons I shall mention later, net weight could not

be stated; and because of a wide variation in the weights of the

wrappers, tare weight could not be stated with accuracy. Within

a comparatively short time we were successful in procuring wrappers of uniform weight and of a type suitable for the curing process, so today tare weight can and is being accurately stated on the

package. For developing a limburger wrapper of uniform weight,

the industry is indebted to Mr. Kanzer, of New York, and to

George Warner, Chief of Inspectors of Weights and Measures of

Wisconsin.

A definition of limburger cheese includes the following

:

The curd is ripened for about fourteen days in a cool, damp atmosphere by

special fermentation, after which the loaves of curd are enclosed in a practically

air-tight wrapper or wrappers to establish the surface conditions nec°«sary for

the proper completion of the ripening process.

The wrapper is a part of the cheese. I do not have to emphasize

how inconvenient it would be to tamper with the wrapper at the time

of sale to consumers; retail clerks are better qualified to furnish the

arguments to support that statement. The situation presents to you

the problem of informing and protecting the consumer through proper

labeling; it presents to the industry the risk of declaring as certain

that which is uncertain, because of conditions beyond our control. We

are fully cognizant of your problem ; we know you appreciate ours.

The consumer is completely informed and fully protected if the

package carries a declaration of tare weight, and a further statement

that net weight must be determined at the time of sale. With the

exception of some retailers, the trade handles limburger cheese on a

net-weight basis by deducting the tare weight from the gross weight.

The manufacture and proper curing of a limburger cheese of predetermined weight, within a reasonable tolerance, is impossible because

of variations resulting from, or caused by, the condition of the milk,

types of pasture and feed, climatic changes, evaporation and shrink,

and so forth, any one of which affects the weight and defeats the

manufacturer's attempt to produce a uniform weight. A tolerance is

recognized if the variation from the declared net weight is above that

weight as often as it is below. This reduces the risk of inaccurate

marking, but it presents a merchandising problem; distant buyers

accept all pieces weighing at or above the declared net weight and

reject all those below. Those rejected packages are at the mercy of

the law and the trade, because all of them are below the declared net

weight and are not entitled to a tolerance.

With the small tonnage it is needless to explain that some handlers

have already concluded that it is safer not to handle the product. Has

this attitude actually expressed itself ? You will find that in 1940 the

manufacture of every variety of cheese except limburger increased
Thirty-first Conference on Weights and Measures 137

substantially over that produced in 1939, and that the production of

limburger in 1940 dropped ll1

/^ percent. This can only be explained

as evidencing a lack of sales effort because of concern for the consequences of failure to meet labeling requirements as to net weight.

Time does not permit detailing all of the manufacturing problems,

the curing, the evaporation, and so on, but the fact remains that the

same reasons upon which the exemption was granted in 1918 exist

today. The law has changed. Limburger has not. Processors can

comply, because when in the pasteurized hot state the product is

susceptible of being divided with commercial accuracy.

This statement is made on behalf of the natural limburger industry, and I am supported by the trend of the past 2 years when I say

that the survival of that industry depends upon the renewal of the

1918 exemption, except that in addition to permitting the tare-weight

marking, it should be required that the label include the name and

address of the manufacturer, distributor, or packer. If this is done,

the consumer will be fully protected. We are not on opposite sides

of a question—you cannot change the law, and we cannot change

limburger. But to save an industry, you can extend an exemption

with the good grace of a Federal precedent.

The consideration of this problem by your Conference is more

than appreciated, and if there is anything which you can do to assist

us along the lines suggested, you will be serving an industry that

is on its way out if the exceptional situation I have outlined is not

recognized.

Mr. Rogers. New Jersey was one of the States which took exception to the exemption of limburger cheese from the net-weiglit

marking requirements, As I understand it, the curd is molded into

forms, and these are not of uniform weight. The exemption granted

by the Federal Food and Drug Administration years ago was based

upon the assumption that these packages would be weighed at the

time of retail sale. In actual practice, gentlemen, that does not

occur. Customers who ask for a pound of limburger cheese will re- ceive a block of cheese regardless of what it weighs. Why cannot

the limburger cheese manufacturers do as the butter manufacturers

do, and produce uniform packages? It is lamentable, of course, to

hear any industry say that it is on its way out. But I reiterate that

I can see no reason for not requiring the marking of limburger cheese

in package form with a statement of the net weight of the contents

just as is required of the manufacturers of other varieties of cheese.

Mr. Btjlson. Several years ago I made an investigation of limburger-cheese practice in our county. At that time the avoirdupois

weight of paper and tinfoil wrapping of a brick of limburger cheese

was 3 ounces. The weight of the wrappers was included in the

weight of the cheese. Now I believe that the weight of the wrapping

has been reduced to approximately y2 ounce.

In the manufacture of limburger cheese, molds are utilized, and

the cheese maker puts into each mold a scoop full of curd and whey

;

obviously, it is impossible to get exactly the same amount of curd in

each mold; in some there will be more whey than in others. As a

result, there may be as many different sized cheeses on the drainboard as there are mold compartments. After the product has
138 National Bureau of Standards

drained for about 12 hours, the cheese is taken off the drainboard,

put into an underground cellar, rubbed with salt every 24 hours, and

allowed to ripen.

Last summer I made an investigation to determine what became

of the cheese that wasn't up to standard weight. I visited several

factories where limburger cheese was being wrapped. Over-andunder scales were being used, and if the brick weighed 16%, 17, 17%,

and possibly 18 ounces, it would be passed as a standard-weight

cheese. Bricks weighing less than 16% ounces were discarded, and I

found that these were taken to another place, ground up, and "processed", after which the product was pressed into standard-weight

blocks of any desired weight; this product is what is known as

processed limburger cheese.

Mr. Davis. As I understood Mr. Mooney, his proposal is based on

the theory that the cheese will be weighed at the time of retail sale.

What is to be done in self-serve markets, where the customer makes

his own selection and the checker never weighs it?

Mr. Mooney. Many of those cash-and-carry, serve-yourself stores

have already thrown it out.

Mr. Davis. I do not think it is safe not to have commodities of that

kind marked to show their net weight. It may be supposed that the

package is to be weighed at the time of sale, but this is not done

in many cases. Mr. Mooney. You understood me to say that we do want the tare

weight accurately stated on the package, did you not ? Mr. Davis. Yes, but even if the tare weight is accurately stated

and the gross weight is never determined, where does that leave us?

Mr. Mooney. As I said before, there are some retailers who do not

reweigh. They should do this, and I do not know how to compel

them to do it. The label states that the package should be weighed

and a deduction made for the tare weight—in order to determine the

net weight.

I wish to ask the gentleman from New York if his State has not

accepted the tare-weight marking on limburger.

Mr. Bulson. I believe they have, and that it is the general practice

to weigh the cheese right before the customer, deducting the tare

weight and reporting the net weight of the cheese.

Mr. Davis. A package marked to show its tare weight would not

comply with the law of Vermont.

Mr. Siegler. If a 2-pound package is cut to make 1-pound pieces,

or if a 1-pound package is cut to make %-pound pieces it would be

difficult, would it not, to determine the tare weight ? That is the way

it is sold in some of the markets.

Mr. Mooney. That may be the practice in some places, but cutting

a 2-pound package is not the usual way of handling this product.

But even so, just as much protection is afforded by declaration of tare

weight as could be afforded by declaration of net weight.

Mr. Bulson. Considering that the total tare weight is only approximately % ounce, the difference between the tare weights of the

two pieces when a cheese is cut in two would be negligible.

(At this point, Joseph G. Rogers. Vice President of the Conference, assumed

the chair.)
Thirty-first Conference on Weights and Measures 139

ELIGIBILITY TO WEAR CONFERENCE EMBLEM

Mr. Bussey. We have approved the design of a Conference emblem

and have made arrangements for the Conference Treasurer to take

orders for the button ; but it has not been decided who should be entitled to wear the emblem.

Mr. Ackerman. In order to get the question before the Conference,

I move that all duly registered members and guests who have been in

attendance at the National Conference on Weights and Measures be

entitled to wear the emblem.

The Chairman. You mean that registration at any one session

would entitle a person to wear the emblem ? Mr. Ackerman. Yes, Sir.

(The motion was seconded.)

Mr. Pisciotta. I think it was intended that this emblem should be

something which weights and measures officials would wear to show

their affiliation with the National Conference on Weights and Measures. I don't believe that my wife should be entitled to wear this

emblem just because she is registered here as a guest, nor that men

who are here because of some particular special interest, such as representatives of the tissue industry, for example, should be entitled to

wear the emblem just because they happened to have registered at the

Conference. I suggest an amendment to the motion to the effect that

the only persons entitled to purchase and wear that emblem shall be

active weights and measures officials, acting as such at the time the

button is purchased.

Mr. Ackerman. I accept that amendment.

The Chairman. Perhaps it was not intended that all guests, particularly the ladies who are here in what may be termed a "social"

capacity, be included ; but I am wondering if it was not the original

intention that representatives of industry be authorized to wear the

emblem. There is nothing compulsory about it ; they may wear it or

not as they see fit.

Mr. Ackerman. That was my original intention.

Mr. Pisciotta. There is another problem. Any weights and measures official from any jurisdiction, whether or not he has ever attended

a meeting of this organization, is a member of the National Conference by reason of the fact that he is engaged in weights and measures

work. For example, all of the approximately one hundred weights and

measures officials in my department cannot attend meetings of the

National Conference, but the question arises, Should each of them be

entitled to wear the Conference emblem ? I should like to restrict this

privilege to weights and measures officials in active service at the time

of procurement of the emblem and who have at any time in the past

or who may in the future attend any one of our meetings.

The Chairman. It occurs to me that considering the name of this

organization, it is the National Conference on Weights and Measures

not the National Conference of Weights and Measures Officials. If it

is the disposition of the Conference to extend the privilege of wearing

the emblem to any representative of industry who takes sufficient interest in what we are doing to attend our meetings, this would seem entirely appropriate.
140 National Bureau of Standards

Mr. Crawford. I think it would be well if we were to restrict the

wearing of the emblem to active weights and measures officials. I do

not believe that commercial men would take any exception to such a

restriction.

Mr. Batjcom. I am inclined to feel that any man who is actively

engaged in weights and measures work in the United States, who ac- cepts the rulings of this Conference, and who tries to carry them out

in his jurisdiction, should be entitled to wear the Conference emblem

if he cares to do so. Mr. Crawford. I move that the wearing of the Conference emblem

be restricted to active members of the National Conference on Weights

and Measures, that is, to weights and measures officials of the United

States, regardless of whether or not they have been in attendance at a

meeting of the National Conference on Weights and Measures.

(The motion was seconded, the question was taken, and the motion was agreed

to.)

[Secretary's Note.—See page 161 for the reconsideration of this action relative to the National Conference emblem.]

INTERSTATE TRUCKING OF COAL

Mr. Bulson. I have a problem involving coal trucked into northern New York from the Scranton area. It seems that weight tickets

are issued at the point of loading, but that at some point after cross- ing the State border a new set of tickets will be made out, the second

set from two to three tons more than the first. We have in Jefferson

County but one scale capable of weighing these large loads to determine the gross and tare weights, and this is located at the international bridge between the United States and Canada ; we must take

the loaded trucks over there, weigh them gross, bring them back to

unload, and then return to the international bridge to get the tare

weight. One trucker whom I had convicted on a short-weight charge

finally sold his outfit; he told me that at the place where he bought

his meals and gasoline, they marked up his Scranton weight tickets

by 2 tons with the understanding that if he succeeded in "getting

away with it," he was to pay them the price of 1 ton on his way

back.

I should like to know if some regulation could not be drawn up

whereby the issuance of inaccurate weight tickets could be done

away with.

Mr. Buckley. A bill is now before the Pennsylvania Senate, having passed the House, making it compulsory to get weight tickets

from the State ; if this bill is enacted, we hope to eliminate this trouble in our own State and in the bordering States as well. Other

States can then get from our bureau copies of what will be known

as the "standard weight slip." The bill also makes it unlawful to

print any weight tickets without the consent of the bureau. In

other words, counterfeiting will be eliminated, and counterfeit tickets

are what Mr. Bulson is getting in his territory.

The Chairman. We are controlling this situation in New Jersey

through rigid enforcement of our laws. We have a regulation, based

on a Supreme Court decision, requiring that when a load of coal

comes into New Jersey, the gross and tare weights must be determined on the same scale before the truck leaves the premises; this
Thirty-first Conference on Weights and Measures 141

means that the load must be dumped in order to get the tare weight

before the ticket can be made out, and the coal must then be reloaded.

If the weighmaster fails to weigh the empty truck, he risks loss of

his job.

Mr. Davis. Under the law in Vermont, a trucker bringing coal into

Vermont from outside the State must follow the procedure which

has just been outlined by Mr. Rogers. The trouble with the law is

that the people are not in sympathy with it. I have attempted a

number of prosecutions, but juries will seldom convict because they

are in sympathy with the fellow who supplies coal at a price $5.00 or

$6.00 a ton less than that charged by regular coal dealers in the

State.

Mr. Buckley. I wish to ask Mr. Bulson if Pennsylvania weight

slips are recognized in New York.

Mr. Bulson. I am not an authority on the legal phases of the

matter, but we usually check them to see whether or not they are

correct.

Mr. Buckley. In Pennsylvania we do not recognize any weight

slip except one issued by a certified Pennsylvania weighmaster. I

know that New Jersey and Delaware will not recognize Pennsylvania weight slips, and if New York will refuse to recognize them

that may be the remedy for your trouble. I would recommend that

you make them weigh as soon as they cross the State line, just as

we do.

We have even found truckers with books of weight slips, so that

they could make out slips for any amount they chose.

Mr. DeVries. I think you will find that much of the trouble is

caused by coal being watered at the mine and weighed while wet;

after the load has traveled 50 or 100 miles its weight will be considerably less. I think that is one reason for the adoption of our

certificate-of-origin law, designed to guarantee that our people will

not get bootleg coal.

Mr. Bulson. We require a certificate of origin, but the problem

is to determine the genuineness of the Pennsylvania certificate.

Mr. Pisciotta. Let me explain that the New York law calls for

a certificate of origin, but the State Bureau of Weights and Measures has never issued to the mines any certificates, and as a result

the weight slips from the Pennsylvania colliery or mine are accepted

both as weight ticket and as what they construe as a certificate of

origin. That is not done in New York City, however, for we have

our own law separate from the State law.

The Chairman. Our certificates of origin are official documents,

issued only by our department and to sources where we know the

origin of the coal is legitimate. There was one instance of counterfeiting, which we broke up through our State police, with the cooperation of the State of Pennsylvania ; a printing plant in Pennsylvania was raided, the forms were seized, and the two men responsible

were prosecuted for counterfeiting.

Mr. Blickley. Let me make it plain that the weights and measures bureau of Pennsylvania has nothing at all to do with certificates

of origin. Weight certificates must be issued by licensed weighmasters, but a Pennsylvania weight certificate is not a certificate of

origin.

423341—42 11
142 National Bureau of Standards

CALIBRATION OF VOLUMETRIC STANDARDS

Mr. Robert Williams. Recently it came to my attention that the

measures used by some of the meter companies in my county for

the testing of meters did not agree with mine. In one instance I

was told pointedly that my measure was inaccurate, and I was shown

certificates from a neighboring city and from a city in another State

to substantiate the claim that the company measure was accurate.

Incidentally, mine was a measure less than 6 months old, sealed by

our State Department, and it was in perfect condition. I think there

should be a standard practice for the testing of these volumetric

standards, and I do not think there is a local sealer equipped to test

50-gallon or 100-gallon measures the way they should be tested. I

contend that a 50-gallon measure cannot properly be tested against

another 50-gallon measure. If water is delivered from the sealer's

measure to the measure of the meter company, some water is bound

to cling to the sealer's measure, causing an error of from 5 to 25

cubic inches.

I do not know that this Conference can do anything about it, but

I strongly feel that all of the equipment used by the meter companies

should be certified by the State Department of the State in which the

equipment is to be used, just as the equipment of the sealers is certified ; then we shall all be on an equal basis.

Mr. A. T. Smith. It has been my experience that accurate delivery

cannot be made from one of these 50-gallon or 100-gallon measures

there are too many places to trap liquid. Moreover, these measures

are made to contain, not to deliver, their nominal capacities. I feel

that the proper method is to use an accurately tested 5-gallon or 10-

gallon test measure, adjusted to deliver.

Mr. Bulson. I have what I term an "office" 5-gallon measure, certified by the State Department; I leave it in the office all the time.

I check my 5-gallon field standards against this office standard once

a month. Before testing with water, I use gasoline to provide an

oily film on the inside of each measure ; then I can do my testing with

water, and if I do not spill any I can deliver from one measure to the

other with a variation of only 1 cubic inch.

The Chairman. The amount adhering to the walls of the standard

can also be corrected for by first wetting the walls of the measure

under test.

Mr. Robert Williams. I still maintain that the only proper method

is to use a slicker-plate standard which is adjusted to deliver. How

many local sealers have such equipment?

TOLERANCES FOR CERTAIN FREIGHT SCALES

Mr. Baucom. I should like to ask Mr. Harrison a question, with

his permission. It has been said that 95 percent of the railroad

scales are AREA scales, and that these are superior to any other

type. If this is true, I should like to know why, representing a

railroad, he has come to the Bureau and asked for a double tolerance

on his scales.

Mr. Harrison. I do not recall any request having been made for

a double tolerance on railway track scales.
Thirty-first Conference on Weights and Measures 143

Mr. Baucom. It is in the handbook, which recommends double

tolerance on all scales used for computing freight charges.

Mr. Harrison. I am afraid that Mr. Baucom is confusing two

different things. The remarks made about adherence to AREA

specifications were confined to railway track scales. The tolerance

to which he refers does not apply to railway track scales at all; it

applies to other than railway track scales. The heading of that

section is "For Large-Capacity Scales Except Railway Track

Scales."

Mr. Baucom. If that is correct it is all right. I do not have the

book here. But I still do not understand why a railroad depot scale

should not be required to be just as accurate as a similar scale in a

motor-truck depot.

[Secretary's Note.—The provision in question, proviso 5 of paragraph

J-la of the National Conference Scale Code, is limited to automatic-indicating

scales, and to scales used "exclusively in determining weights for the sole

purpose of fixing charges for the transportation of freight," and no distinction

is made between scales owned by railroads and scales owned by other transportation agencies.]

GLASSES FOR LIQUOR

Mr. DeVries. From time to time there has been introduced in

the New Jersey Legislature a bill for the capacity marking of glasses

for liquor. I feel that this is a matter which should be controlled

by the weights and measures department and not by the alcohol

beverage commission. I should like to know if any of the States

represented here have such a law, and if so by whom it is enforced.

Mr. Pisciotta. For several years we have tried to get such a law

in New York State and in New York City. There has never been

any conflict with the ABC Board, which has felt that this is a

weights and measures problem.

The Chairman. The New Jersey department has felt the same

way, but in our State the effort is made to put enforcement in the

hands of the alcohol beverage commission. Accordingly, we have

opposed these efforts to encroach upon the field of weights and

measures work.

(At this point, at 5:00 p. m., the Conference adjourned, to meet at 10:00

a. m., Friday, June 6, 1941.)

SEVENTH SESSION—MORNING OF FRIDAY, JUNE 6, 1941

(The Conference reassembled at 10:05 a. m., Lyman J. Briggs, President

of the Conference, in the chair.

)

REMINISCENCES

By C. F. Horton, National Bureau of Standards

It is my pleasure at this time to relate to you some of the highlights of the Nation-wide survey of vehicle scales begun in November

1936, in the city of Baltimore, and concluded last month in the State

of Utah. During that time Mr. Crouch and I have traveled with the

Bureau's 20-ton Vehicle-Scale Testing Unit in every one of the 48

States, and it has been our privilege and pleasure to have worked

with many of you in those States. These experiences have been most

interesting to us, and we hope that a description of them will interest you as much.

The itinerary followed by the testing unit has covered a total distance of approximately 49,000 miles, from Washington, D. C, to the

extreme southeastern part of our tour at Tampa, Fla., thence to the

extreme northeastern point at Bangor, Maine, thence by a zigzag

route westward across the country, reaching the extreme northwestern point at Bellingham, Wash., more than 3 years after leaving

Maine, thence southward along the Pacific Coast to the extreme southwestern point, San Diego. From that point we followed a route

through the mountain States of the far west, finally concluding the

survey in May 1941 in the State of Utah, from which State we have

brought the unit back to headquarters in Washington, D. C, by the

most direct route.

In this survey we have tested approximately 2,960 different motortruck and wagon scales, in addition to a considerable number of

livestock scales, airplane wheel-load scales, axle-load and wheel-load

scales used in highway traffic control, and other large-capacity

special-purpose scales.

It may be of interest to note that in making all these tests with the

Bureau's equipment, it has been necessary to lift manually, by means of

the hand-operated, two-wheel, weight-handling cart, more than 60,000

tons of test weights, according to a fairly accurate estimate. This cart

has been pushed and pulled a total distance of more than 1,000 miles

in making these tests.

In securing data for statistical purposes concerning all these vehicle

scales, we have asked scale owners more than 50,000 questions, and they,

in turn, undoubtedly have asked us an even greater number of questions.

They ask questions about almost every conceivable phase of motortruck weighing and of operation of vehicle scales. Each test usually

attracts a number of spectators, and they also have lots of questions to

ask.

145
146 National Bureau of Standards

In some parts of the country, particularly in those States which have

been up to the present time without state-wide weights and measures

law enforcement, it is surprising to see how many scale owners have the

erroneous impression that simply because the scale will balance perfectly at zero load, the scale must necessarily be accurate throughout its

weighing range. The results of some of the tests made with the

Bureau's equipment have been revelations to these scale owners. It is

rather difficult to imagine just why any scale owner should have such an

incorrect idea as to the principle of operation of a scale, but nevertheless the idea is very widespread.

We have had some interesting and sometimes amusing experiences in

testing vehicle scales which showed erratic performance, due to "livestock" in the scale pits. We have encountered in scale pits, during pit

inspections, rats, mice, cats, snakes, toads, scorpions, black-widow

spiders, poultry, and in one case a skunk. Of these, the most frequently found animals that cause erratic scale performance are rats

and mice. They frequently run up and down the levers of a scale, and

in weigh-beam extension levers of the pipe-lever type they frequently

crawl inside the pipes and run from one end to the other, causing very

erratic performance of the scale. Difficulty from this source is quite

easy to detect during a test, but in ordinary weighing it is probable that

rats or mice on the lever system in some location do cause considerable

error. In some parts of the country so much trouble is had with rats

and mice that it is the practice of the State inspector to plug up the

ends of these pipe sections, using tin cans which will fit snugly over

the ends of the pipes, to keep rats or mice from crawling inside.

In a number of instances we have found scales which were seriously

inaccurate because of mud nests which wasps had built inside the main

poises. Cases of this sort are fairly common, as many inspectors

know, on weighbeams which are located in outdoor beam boxes or in

scale houses which are isolated and are not in constant use. In some installations of automatic-indicating scales, considerable

trouble is experienced due to mice or rats building nests inside the dial

cabinet. These rodents enter the cabinet through the opening in the

floor around the beam rod, and build their nests frequently around

some of the parts of the mechanism, causing enough interference with

these parts to affect seriously the accuracy of the scale. Rat guards

installed around the beam rod are usually effective in preventing

trouble from this source.

One installation of a scale used by the State highway patrol for

checking highway loads in a midwestern State has a most unusual

feature about it. The scale is provided with a bullet shield, consisting

of a steel plate about % inch in thickness and mounted on a trolley in

such a manner that the bullet shield may be moved over out of the

way when the scale is in use, and may be moved over in front of the

dial head when the scale is not in use and no attendant is present, in

order to protect the expensive automatic-indicating mechanism from

damage from rifle or pistol shots fired from cars passing on the adjacent highway. The highway patrol officers told us that before this

bullet shield was installed, the dial head, which was readily visible

from the highway through the front windows of the scale house, was

a frequent target for rifle or pistol shots fired by persons riding in cars
Thirty-first Conference on Weights and Measures 147

on the highway at times when there was no operator present at the

scale house.

In another mid-Western State, the State highway patrol officers have

had even greater trouble from vandalism. One of their scale installations consisted of two wheel-load scales with platforms installed side

by side, with separate dial heads installed in one scale house. One

night when no operator was present at the scale, some person, probably a disgruntled truck operator, placed a high-explosive charge

on the pavement next the scale house and set it off. The explosion

completely destroyed the scale house and the two automatic-indicating

mechanisms, although it did not damage seriously the lever systems

in the pit, since they were protected by heavy concrete platforms.

Although our work in this survey has been principally in all

those States which were, at the time of our visit, without adequate

equipment for routine testing of large-capacity scales, we have made

a number of tests on scales of very large capacities located in jurisdictions which are well equipped with heavy test trucks of their own.

In some of these States and counties, including New Jersey, Idaiho,

and Alameda County, Los Angeles County, and Stanislaus County,

California, cooperative tests, using both the local equipments and the

National Bureau of Standards equipment, were made.

The heaviest strain-load test we have been able so far to make with

the National Bureau of Standards Vehicle-Scale Testing Unit and

other available strain loads was made on a four-section motor-truck

scale with a 60-foot by 10-foot platform, used for weighing highway

loads in California. This scale was equipped with an automaticindicating dial of 100,000-pounds capacity, no unit weights or auxiliary tare bars being provided, so that the entire capacity of the scale

was included in one revolution of the dial indicator. The scale was

located on a heavily traveled highway, on which heavy trucks pulling

semitrailers and full trailers were passing every few minutes, so

that strain loads up to 68,000 pounds gross were easily obtainable.

By utilizing a strain load of approximately 60,000 pounds, consisting

of a large tank truck and trailer loaded with about 30,000 pounds of

wine, and by using our own equipment on the platform of the scale

at the same time, it was possible to test the scale nearly to its maximum rated capacity. The actual gross load used on the platform

in this test was approximately 99,400 pounds.

In cooperation with the New Jersey State Department of Weights

and Measures, tests were made using both the State equipment and

the National Bureau of Standards equipment on two very large

motor-truck scales owned by the State.

Similar tests were made in cooperation with the Bureau of Weights

and Measures of the State of Idaho, using both the State largecapacity-scale test unit and our unit. The Idaho equipment carries

10,000 pounds of test weights and weighs approximately 21,000 pounds

gross, so that the total test-weight load used in these cooperative tests

was 25,000 pounds ; the total gross load used was approximately 60,000

pounds in one test of a 30-ton motor-truck scale with a 40-foot by

10-foot platform.

In Alameda County, California, several tests on four-section motortruck scales with 60-foot platforms were made in cooperation with
148 National Bureau of Standards

Mr. Strobridge and his deputy inspectors of the county Weights

and Measures Department, using the Alamada County 20,000-pound

test-weight trailer, our own 15,000 pounds of test weights, and both

the Alameda County and National Bureau of Standards test trucks,

to make a total test-weight load of 35,000 pounds and a maximum

gross weight of approximately 75,000 pounds on the platforms.

In Los Angeles County, California, several tests similar to those

made in Alameda County were made in cooperation with Mr. Fuller

and his deputy inspectors of the Los Angeles County Weights and

Measures Department. In these tests, we used the Los Angeles

County 20,000-pound trailer and our own equipment, so that the

total test-weight load used was 35,000 pounds, and the total gross

load used was approximately 60,000 pounds. The over-all length of

the Los Angeles County test truck and trailer and the National

Bureau of Standards truck was too great, even for a 60-foot scale

platform, so that the Los Angeles County truck was not used in

the strain-load tests.

In a number of instances we have tested motor-truck scales which

have been built from reconditioned railway track scales, without suitable modifications to the lever systems to eliminate the undesirable

side overhangs which result when a weighbridge of 9- or 10-foot width

is installed on a standard railway track scale lever system which has a

width of 60 inches between main load bearings in any given section.

Such construction results in side overhangs of 30 inches under decks

of 10-foot width, and in side overhangs of 24 inches under decks of

9-foot width. In the past several months we have been making special

tests with the weights concentrated on the side overhangs, to determine, if possible, what adverse effects the side overhangs would have

on the performance of the scales. These overhang tests were made in

addition to the regular tests with weights evenly distributed across

the sections. In several cases the weighbridge of a scale having excessive side overhangs would start to tip with a load of 12,000 pounds

stacked entirely on the unprotected overhang on one side of the scale,

on one of the end sections. We have found this to occur even on scales

with heavy concrete decks, 40 feet or more in length.

In general, we have found that conversions of railway track scales

into motor-truck scales are usually unsatisfactory, unless the lever

systems have been widened by suitable modifications of the extension

levers, or unless the weighbridge is well constructed so as to support

adequately the excessive side overhangs.

For example, we may consider one scale recently tested. This scale

had been made from two sections of a railway "track scale, and the

weighbeam had been cut down to restrict the weighbeam capacity to

25 tons. The weighbridge of this scale was very poorly constructed,

with cross members consisting of two 2-inch by 10-inch planks. Nine

2-inch by 10-inch wood blocks had been installed on top of each bridge

bearing plate, to support the weighbridge at sufficient elevation to clear

the lever system. The wood cross members of the weighbridge did not

provide sufficient lateral support for the weighbridge structure and

were sagging at their center sections. The bridge bearing plates were

badly out of level. The deck planking at the near left corner of the

deck had broken down because of inadequate support of the side over-
Thirty-first Conference on Weights and Measures 149

hang. This scale showed a maximum numerical error of minus 157

pounds with a 15,000-pound load of test weights distributed across the

left end of the deck.

In a number of instances we have made tests on motor-truck scales

and wagon scales having excessive unprotected end overhangs resulting

from the extension of the weighbridges beyond the originally designed

lengths, without modification of the lever systems. Such installations

usually are very unsatisfactory, and show serious errors when loads are

placed on the unprotected end overhangs. For example, a 10-ton

wagon dump scale tested recently had been designed for a 16-foot by

8-foot platform, but the weighbridge had been lengthened to 22 feet

by rebuilding the weighbridge, so that it now has an unprotected end

overhang at the right end of 64 inches, to permit weighing and dumping trucks that are too long for the original 16-foot platform. Even

this platform extension was not sufficient for some of the trucks, so

heavy metal plates had been hinged to the right end of the platform

about 1 foot from the end, so that when turned outward, these plates

project about 2 feet beyond the right end of the platform. To prevent

tipping of the weighbridge when trucks are driven off the scale over

this extremely long overhang, safety blocks have been installed under

the right end of the weighbridge. However, one of the safety blocks

had fallen down, so that it was no longer effective. The other safety

block had a clearance of only x

3

w inch under the weighbridge structure.

With a 10,000-pound test-weight load placed on the overhang at the

right end, this scale showed a minus error of 117 pounds, although

the scale was within the prescribed 0.20 percent tolerance at all

other points, including a 10,000-pound load placed over No. 2 section,

approximately 64 inches from the right end.

Another outstanding example of the serious errors to be expected in

a scale having excessive end overhangs was a 10-ton A-lever wagon

scale tested recently with the Bureau's equipment. This scale at present has a platform size of 22 feet by 9 feet, having been extended from

the probable original size of 16 feet by 8 feet, with the result that there

is now unprotected overhang of 46 inches at each end and an unprotected overhang of 15-inches at each side. The weighbridge is

prevented from tipping by means of vertical check links fastened to

both ends of the weighbridge, and by means of safety blocks installed

under both ends of the weighbridge. Kesults of the test made on the

scale showed it to be within prescribed tolerances for all loads placed

on the central area 16 feet by 8 feet in size for which the lever system

was designed, but, with the same loads placed on the overhangs, serious

errors were found. With 10,000 pounds on the overhang at the right

end, the error was minus 210 pounds, and with 10,000 pounds placed

on the overhang at the left end, the error was minus 645 pounds. Such

large errors probably were due, in part, to binds resulting from deflection of the weighbridge overhangs down onto the safety blocks.

Another vehicle-scale installation which is most unusual is one we

tested recently in the western part of the United States. This is a

motor-truck scale with four-section lever system formerly used in a

railway track scale. The weighbridge is 33 feet 8 inches in length,

but the platform js only 21 feet 6 inches long, and 7 feet 8 inches wide.

In effect, this is just the opposite of that all-too-common practice of
150 National Bureau of Standards

extending the weighbridge beyond the originally designed length, for

in this scale the ends of the platform terminate approximately 6 feet

from the ends of the weighbridge ; accordingly, the left end of the platform is approximately halfway between No. 1 and No. 2 sections, and

the right end of the platform is approximately halfway between No. 3

and No. 4 sections. This scale is being used to weigh coal trucks

of relatively short wheel base, and was installed about 20 years ago,

when the need for motor-truck scales with long platforms was practically nonexistent. Approaches at both ends of the scale have been

provided by building reinforced concrete "roofs" over the unused

parts of the pit and over the parts of the weighbridge and lever system

not covered by the platform. The reason for installing the scale in

this manner is not clear ; certainly it would have been cheaper and more

practical to install the scale in the conventional manner, making the

platform the full length of the weighbridge.

The platform of this scale is also of most unusual construction.

The platform was originally built of wood planks, and the owners had

later converted it into a concrete-surfaced platform by simply pouring concrete over the wood planks. Edge irons had been installed as

is ordinarily done on regulation concrete platforms.

This scale had been poorly maintained and was in bad condition due

to dirt, rust, and wear. It showed a maximum numerical error of plus

320 pounds under a 15,000-pound test-weight load at the right end of

the platform. The sensibility reciprocal was 100 pounds, or five

times the maximum permissible amount. A balance change of plus

50 pounds occurred during the entire test.

In two locations we have seen installations of two short-platform

scales installed with their platforms end-to-end, to permit weighing

of semitrailers and trucks without resorting to the unsatisfactory

practice of two-draft weighing. In one of these dual installations,

each lever system was connected to a separate weighbeam ; in the other dual installation, consisting of a 15-ton motor-truck scale and a 6-

ton wagon scale, both lever systems were connected to one weighbeam.

Such dual installations seem to prove unsatisfactory, because of the

fact that they usually employ one or more wagon-scale lever systems

which are not properly designed to weigh the heavy axle-loads usually

encountered.

We have found in use several wagon scales of early design which

have one remarkable feature of construction—the main levers do not

have fixed pivots at the fulcrum and tip ends, but simply have

notches as these points instead. The main-lever fulcrum and tip

pivots are fixed in the main fulcrum loops and in the tip connections ; the main load pivots are fixed in position in the main levers

in the normal manner.

Another unusual installation was that of a wagon scale installed

in a driveway through which large freight trucks are frequently

driven. To prevent such nonweighing traffic from overloading the

scale, a motor-truck equivalent of a "dead-rail" was installed near

the longitudinal center line of the deck, consisting of a narrow,

heavily built plank "bridge." The wheels on one side of nonweighing

vehicles roll on the "bridge and wheels on the other side roll on the
Thirty-first Conference on Weights and Measures 151

concrete coping at the far side of the deck, with the result that no

load is transmitted to the live deck of the scale.

One thing that has impressed us continually in this survey is, that

wagon scales are in the great majority of instances seriously overloaded. Very rarely do wagon-scale owners pay any attention to

the motor-truck ratings of such scales, even when in the case of

10-ton wagon scales the rating "maximum capacity for motor-trucks,

12,000 pounds" is plainly stamped on the weigh beam. Many scale

owners actually believe that such words mean the net, and not the

gross, load permissible on the scale, when carried in motor-trucks.

We can see no justification for ever building a 20,000-pound wagon

scale and equipping it with a weighbeam having a capacity of 20,000

pounds, now, or for the past 10 years or so. A wagon load of 20,000

pounds gross is rare, indeed, in these days. If a 20,000-pound wagon

scale has a maximum motor-truck gross-load rating of 12,000 pounds,

then certainly such a scale should not be equipped with a weighbeam

whose maximum poise readings total more than 12,000 pounds ; if, as

is usually the case, the scale is equipped with a 20,000-pound weighbeam, it is almost certain that sooner or later the owner will start

overloading the scale.

This trip throughout the United States has indeed been an education and a wonderful experience for Mr. Crouch and me, and we

were very fortunate to have been given this opportunity. We have

received enthusiastic cooperation of the finest sort from State and

local officials in all sections of the Nation, and you have extended to

us every courtesy and have done everything possible to make our

journey pleasant. It is difficult to express adequately how much we

appreciate everything you have done ; our heartfelt "thank you" may

express it best.

In conclusion, we express our sincere appreciation of the interest,

friendly counsel and guidance, and encouragement that Dr. Briggs,

Mr. Bearce, Mr. Smith, and others of the Bureau have extended to

Mr. Crouch and me all the time we have had the privilege of representing the National Bureau of Standards in this work. We have

felt most keenly the loss of Mr. Holbrook. His fine ideals, his devotion to his work, his fairness and open-mindedness, have been an

inspiration to us in the past and will continue to be so in the future.

ABSTRACTS OF STATE REPORTS"

ALABAMA

By R. M. Johnson, Inspector of Weights and Measures, City of Birmingham

In the absence of a representative of the State Division of Weights

and Measures, Mr. Johnson reported upon the activities of the Birmingham department. He described the methods used by his department in combating the marketing of foods and drugs in slack-filled

packages, stated that his department refused to investigate anonymous complaints, and acknowledged the full support of his commissioner in the work of his department.

u For convenience of reference, these reports have been arranged in alphabetical order.
152 National Bureau of Standards

CALIFORNIA

By Charles M. Fuller, Sealer of Weight* and Measures, County of Los Angeles

Mr. Fuller reported for the State, and outlined briefly a number

of weights and measures bills being considered by the State Legislature; these included bills relating to slack-filled containers, sales by

weight, the positioning of commercial devices, and educational activities of weights and measures officials.

CONNECTICUT

By Carlton L. Klocker, State Inspector of Weights and Measures

Mr. Klocker reported that several weights and measures bills had

failed of passage in his State. He noted the successful results of a

plan for educating the public by means of exhibits along weights

and measures lines at "progress expositions" where new developments

in household appliances are displayed. He also spoke of the methods

used to check sales of "Bunker C" oil which is sold on the basis of

gallons at 60° F but actually is weighed at temperatures approximately 140° F.

. DISTRICT OF COLUMBIA

By George M. Roberts, Superintendent of Weights, Measures, and Markets

Mr. Eoberts reported that no outstanding problems had arisen

during the year, but that his department had been functioning

smoothly, continuing its efforts toward consumer protection.

FLORIDA

By Howard E. Crawford, Inspector of Weights and Measures, City of

Jacksonville

In the absence of the State representative, Mr. Crawford reported

for Florida. He mentioned the splendid work which was being done

by the State in the inspection of gasoline pumps and remarked that

this left him free in his own jurisdiction to give more attention to

other matters of importance in the weights and measures field.

GEORGIA

By W. P. Reed, Inspector of Weights and Measures, City of Atlanta

Mr. Reed reported the passage in his State of a weights and measures law to be administered by the Commissioner of Agriculture. No

appropriation had been provided, but a plan was being considered,

under which the law might be enforced by existing departmental

personnel. Mention was made of the possible early operation of a

State large-scale testing unit. Reporting for the city of Atlanta,

Mr. Reed said that he had recently been furnished with a truck

equipped with a police radio, enabling him to receive calls while on

inspection trips.

INDIANA

By Rollin E. Meek, Chief, State Bureau of Weights and Measures

Mr. Meek reported that a law had been passed bringing into the

merit system all employees of the State Board of Health, and as all
Thirty--first Conference on Weights and Measures 153

weights and measures inspectors were in that organization, they also

came under the merit system. He also reported the defeat of a bill

designed to take away certain merit protective features of the Indiana law affecting county inspectors.

MASSACHUSETTS

By John P. McBeide, State Director of Standards and Necessaries of Life

Mr. McBride mentioned new legislation dealing with the positioning of commercial equipment, additional sizes for paper containers,

and weight certificates for loads of road material. He reported that

Massachusetts now has in operation a mobile bulk-station-meter testing unit provided with 50, 100, and 1,000-gallon tank measures.

MINNESOTA

By Erling Hansen, Supervisor, State Department of Weights and Measures

Mr. Hansen discussed what was being done in his State toward

making the public weights and measures conscious. He lauded the

provisions of the law relating to livestock and grain-weighing scales,

but deplored the fact that notwithstanding some recent improvements

in the equipment for testing large-capacity scales, livestock and vehicles scales could be tested only once in 4 years because of insufficient funds and equipment. He also mentioned the discouraging

leniency of the courts in connection with weights and measures cases.

MISSISSIPPI 12 By J. M. Dean, Chief, Publications and Inspection, State Department of Agriculture and Commerce

Mr. Dean reported that the weights and measures bill providing

for a comprehensive system of State supervision, which had failed on

a technicality at the last session of the legislature, would be reintroduced at the next session, and that this bill would almost certainly be

enacted into law.

NEW JERSEY

By Joseph G. Rogers, Assistant State Superintendent of Weights and Measures

Mr. Rogers discussed the provisions of a number of departmental

bills, under consideration by the legislature, which dealt with the

licensing of poultry buyers, the sale of meats and poultry by weight,

determinations of weight on the buyer's scales, automatic ticket

printers for tank trucks and bulk stations, the licensing of fuel-oil

dealers, pensions for municipal weights and measures officers, and

marking of packages of all commodities with statements of their contents. He said that New Jersey was trying to get a second scaletesting unit and a unit for the testing of large-capacity meters ; also

that his department now issued warning tickets rather than oral

warnings to violators.

13 In the absence of Mr. Dean, and at his request, this report was presented to the Conference by the Secretary.
154 National Bureau of Standards

NEW YORK

By John J. Leonard, Supervising Inspector, State Bureau of Weights and

Measures

Mr. Leonard expressed his regret that Mr. Kanzer, Director of

the State Bureau, could not attend the Conference because of a prolonged illness, and noted this as one of the reasons why no changes

had been made in the weights and measures laws of the State or

the activities of the bureau during the preceding year.

NORTH CAROLINA

By C. D. Baucom, State Superintendent of Weights and Measures

Mr. Baucom reported a substantial increase in the appropriation

for his department. He also reported amendments to the weighmaster law and the passage of a scale mechanic act requiring "registration" rather than "licensing," and providing, among other things,

for reports to the State department upon repairs made to rejected

equipment.

NORTH DAKOTA

By A. J. Jensen, Chief, State Scale Inspection Department

Mr. Jensen spoke about the difficulty of procuring adequate appropriations for weights and measures activities in his State, but said

that he had finally succeeded in obtaining for his department two

new units for the testing of large-capacity scales, each carrying six

1,000-pound weights, and a large-capacity liquid-testing unit.

PENNSYLVANIA

By Joseph F. Blickley, Chief, State Bureau of Standard Weights and Measures

Mr. Blickley reported that there were six bills before the legislature, the most important being a bill regulating the issuance of

weight certificates for loads of coal. He said that during the year

enough funds were procured to put the State scale-testing trucks

back into service, and reported that through the excellent cooperation of the local inspectors in the State, more progress had been

made in Pennsylvania in the field of weights and measures than

in any one of the preceding 10 years.

TEXAS

By W. S. Bussey, Chief, State Division of Weights and Measures

Mr. Bussey reported that his department had been operating under

a drastically reduced budget, but that he expected an increase in

the next appropriation which would make it the best appropriation

his department ever had. He said that several bills of interest to

his department were pending in the legislature, which he thought

would be enacted into law. 5ft was reported that after the National

Bureau of Standards Vehicle-Scale Testing Unit had visited Texas,

the test-weight loads on the two State units were increased from

5,000 to 7,500 pounds.
Thirty-first Conference on Weights and Measures 155

UTAH

By A. C. Todd, Sealer of Weights and Measures, City of Salt Lake City

Mr. Todd told of the recent installation, as an official city scale, of a

100,000-pound, four-section, motor-truck scale with a 60-foot platform.

Mention was made of an ordinance requiring owners of vehicle scales

to secure certificates as private weighers in order to weigh loads for

second parties. He also described the method successfully used in his

city to combat short-weight packages by stamping such packages

"Condemned—Short Weight," and said that this procedure was now

being followed by the State officials.

VERMONT

By H. N. Davis, Supervisor, State Division of Weights and Measures

Mr. Davis reported an amendment to the mechanic-licensing law

requiring the licensing of each individual mechanic servicing weighing

or measuring devices, and the provision of an increased appropriation

making possible an increase in personnel. A bill making it compulsory

to equip vehicle tank meters with ticket printers was defeated, but it

was stated that enactment of this requirement by the next legislature

seemed assured.

VIRGINIA

By M. A. Hubbard, State Supervisor of Weights and Measures

Mr. Hubbard reported the construction by the State of a testing

station for calibrating petroleum transport trucks and the correction

of fraudulent practices in the weighing of livestock by some welldirected prosecutions. He also outlined a recently adopted plan under

which the State officially weighs the wool crop of Virginia in cooperation with the wool-growers' association.

WISCONSIN

By Louis E. Witt, Sealer of Weights and Measures, City of Milwaukee

In the absence of a State representative, and having no special

report for the State, Mr. Witt discussed the effective control of packages of pickled herring made possible by a State regulation requiring

that the "Net Weight of Fish" be marked on the packages ; he stated

that a mere declaration of the amount of food in the package was not

informative, because of the practice of including large amounts of

onions in each package.

REPORTS OF REPRESENTATIVES OF STATE ASSOCIATIONS

OF WEIGHTS AND MEASURES OFFICIALS

At this point brief reports of State associations were made, as

follows

:

California Association of Weights and Measures Officials, by James

A. Hughes.

Indiana Association of Inspectors of Weights and Measures, by

A. Edward Snyder.
156 National Bureau of Standards

Massachusetts Association of Sealers of Weights and Measures, by

James M. Cantfill.

Michigan Association of Weights and Measures Officials, by Charles

T. Quinn.

New Jersey Weights and Measures Association, by Joseph G.

Eogers.

New York State Weights and Measures Association, by Mathias

A. Harrington.

Ohio Sealers Association, by Edwin J. Siegler.

Texas Weights and Measures Association, by J. D. Walton.

Virginia Weights and Measures Association, by H. V. Hayman.

CITATIONS BY OFFICIALS OF IMPORTANT COURT DECISIONS IN

THEIR JURISDICTIONS

Mr. J. G. Rogers. In New Jersey we had a law to suppress the bootlegging of anthracite coal from the Pennsylvania regions into our

State. Our Federal District Court ruled that our act was unconstitutional. We appealed the decision to the United States Supreme

Court, and the lower court's decision was reversed. [Read, Superintendent, etc., v. Dickerson, et al., No. 719, October Term, 1940.] We

are now again enforcing our certificate-of-origin act.

REPORT OF COMMITTEE ON NOMINATIONS, PRESENTED BY C. L.

KLOCKER, CHAIRMAN, AND ELECTION OF OFFICERS

The Committee on Nominations respectfully submits for your consideration the following nominations for officers for the ensuing year

:

For President, Lyman J. Briggs.

For Vice Presidents, Joseph F. Blickley, G. K. Heath, M. A. Hubbard, W. P. Reed, Joseph G. Rogers, and J. E. Witt.

For Secretary, Ralph W. Smith.

For Treasurer, George F. Austin, Jr.

For members of the Executive Committee, all officers, ex officio,

and, in addition, the following : Chas. G. Crockett, J. M. Dean, Chas.

H. Engelhard, W. T. Fossett, M. L. Fowler, Erling Hansen, Carl E.

Hawkins, H. E. Howard, James A. Hughes, R. M. Johnson, Alex

Pisciotta, Thomas F. Rice, Edwin J. Siegler, A. E. Snyder, H. C.

Todd, J. D. Walton, Tom Webb, F. C. Yarbrough.

(Signed) C. L. Klockee, Chairman,

R. BODENWIESER,

L. E. Witt,

Rollin E. Meek,

G. M. Roberts,

Geo. F. Austin, Jr.,

W. S. Bussey,

Committee on Nominations.

Mr. Klocker. I move that the Secretary cast one ballot for the

officers and members of the Executive Committee as named.

(The motion was seconded, the question was taken, and the motion was

agreed to. Accordingly, the Secretary having cast the ballot as directed, the

nominees of the Committee on Nominations were duly elected.)
Thirty-first Conference on Weights and Measures 157

REPORT OF COMMITTEE ON RESOLUTIONS, PRESENTED BY JOSEPH F.

BLICKLEY, CHAIRMAN, AND ADOPTION OF RESOLUTIONS

APPRECIATION TO DIRECTOR AND STAFF OF THE NATIONAL BUREAU OF

STANDARDS

Whereas Dr. Lyman J. Briggs, R. W. Smith, and their able and

efficient staff have extended valuable assistance and guidance to

this Conference, of which the Conference is highly appreciative:

Therefore be it

Resolved, That this, the Thirty-first National Conference on

Weights and Measures, does hereby record its grateful appreciation

to the above-named gentlemen.

APPRECIATION TO THOSE PARTICIPATING IN PROGRAM

Whereas numerous committees, speakers, and individuals, have

given their valuable time and effort to make this, the Thirty-first

National Conference on Weights and Measures, a success : Therefore

be it

Resolved, That the Thirty-first National Conference on Weights

and Measures does hereby record its grateful appreciation to all

who have contributed to the success of this Conference.

APPRECIATION TO OFFICIALS COOPERATING

Whereas the governing officials of the various States, counties, and

cities, through their manifest * interest in weights and measures

work, have made it possible for their respective jurisdictions to be

represented at this, the Thirty-first National Conference on Weights

and Measures; and

Whereas such cooperation and attendance have in a most practical

way furthered uniformity in regulations for the various jurisdictions and have otherwise assisted the general good of the work:

Therefore be it

Resolved, That this, the Thirty-first National Conference on

Weights and Measures, does appreciate such practical cooperation

and does make this resolution a part of the record of its meeting.

APPRECIATION TO MANAGEMENT OF HEADQUARTERS HOTEL

Whereas the management of the Mayflower Hotel has done everything within its power to make our present meeting the success

which it has been : Therefore be it

Resolved, That this, the Thirty-first National Conference on

Weights and Measures, assembled at the Mayflower Hotel this sixth

day of June 1941, does express its warmest appreciation and thanks

to the management of the said hotel for the careful provisions

made for our meeting; and be it further

Resolved, That the Secretary of the Conference be instructed to

transmit a copy of this resolution to the management of the Mayflower Hotel.

423341—42 12
158 National Bureau of Standards

APPRECIATION TO COMMITTEE ON WEIGHTS AND MEASURES EDUCATION

Whereas the Committee on Weights and Measures Education have

by their very efficient work added a new chapter to the accomplishments of the Conference for which the Conference should be grateful

:

Therefore be it

Resolved, That this, the Thirty-first National Conference on

Weights and Measures, does hereby record its appreciation to this

Committee and recommend its continuance.

APPRECIATION TO NATIONAL ASSOCIATION OF BROADCASTERS

Whereas the National Association of Broadcasters have been generous in their time and talent in appearing before this Conference:

Therefore be it

Resolved^ That this, the Thirty-first National Conference on

Weights and Measures, does hereby record its appreciation of the

service rendered by the National Association of Broadcasters.

TRADING BY WEIGHT

Whereas this Conference has repeatedly stressed sale by weight

instead of by dry measure : Therefore be it

Resolved^ That we, of the Thirty-first National Conference on

Weights and Measures, do hereby recommend that every reasonable

effort be made to change from trading by dry measure to trading by

weight and recommend that a committee be appointed to study this

matter further and report to the Thirty-second National Conference

on Weights and Measures.

CONTAINERS FOR ALCOHOLIC BEVERAGES

Whereas a chaotic condition exists in containers for alcoholic

beverages; and

Whereas there is a great deviation from the adopted standard of

liquid measurements in the United States for alcoholic beverages:

Therefore be it

Resolved^ That the Thirty-first National Conference on Weights

and Measures go on record as recommending to the Federal Revenue

Department, or other proper agency of the Government, the adoption

of standards of liquid measurement for containers used in the sale

of alcoholic beverages and that such standards be based on the United

States gallon of 231 cubic inches and its binary submultiples such as

one-half gallon, 1 quart, 1 pint, one-half pint, and 1 gill, and that

we further go on record as condemning the use of odd-size bottles

or containers in existence such as four-fifths gallon, one-fifth gallon,

three-fourths quart, and such other containers as are outside the

recommended standards.

ASSISTANCE TO THE STATES BY THE NATIONAL BUREAU OF STANDARDS

Whereas this Conference has felt the need for more assistance to the

States from the National Bureau of Standards : Therefore be it

Resolved) That the Budget Bureau and Congress be urged to approve at least an $11,000 increase in the appropriation for weights

and measures services in cooperation with State and local officials
Thirty-first Conference on Weights and Measures 159

and that the Conference recommends that the Committee on Proposed

Federal Legislation to Provide Assistance for the States in Administration of Weights and Measures Laws be continued.

REGRETTING THE ABSENCE OF BARNETT KANZER

Whereas Mr. Barnett Kanzer, Director of the Bureau of Weights

and Measures of the State of New York, has, through serious illness,

been unable to attend the Thirty-first National Conference on Weights

and Measures; and

Whereas because of his sincere efforts for the promotion of the

interests of the Conference his presence has been greatly missed

:

Therefore be it

Resolved^ That we, of the Thirty-first National Conference on

Weights and Measures, do hereby express our sincere regret that he

was unable to attend, and further express our best wishes for a speedy

recovery and return to active duty.

IN MEMORY OF DECEASED MEMBERS

Whereas during the past year we have lost through the plan of

Divine Providence Samuel T. Griffith, Louis J. Hoffman, Erwin J.

Rogers, and other members of this Conference; and

Whereas our association with these departed members has been an

inspiration to us to continue with greater determination toward the

ideals set by them : Therefore be it

Resolved, That we of the Thirty-first National Conference on

Weights and Measures, do hereby record this expression of sincere

sorrow at the loss of these members.

[At this point, upon the suggestion of the chairman of the Resolutions Committee, the Conference rose and stood in silence for some moments in memory

of the departed members.]

[Secretary's Note.—The text of the foregoing resolution has been modified

from the form originally proposed by the Committee on Resolutions, in accordance with the instructions of the Conference. See the debate immediately

following the Committee's report.]

APPRECIATION TO THE PRESS AND TO THE SCALE JOURNAL

Whereas the press of the city of Washington has been generous

in reporting the activities of our present meeting ; and

Whereas the Scale Journal has likewise been generous in giving

advance notices of our present meeting : Therefore be it

Resolved, That this, the Thirty-first National Conference on

Weights and Measures, does hereby record its appreciation to the press

of Washington and to the Scale Journal.

(Signed) J. F. Buckley, Chairman,

Erling Hansen,

W. T. Fossett,

W. P. Reed,

C. T. Quinn,

R. M. Johnson,

C. P. Smith,

Committee on Resolutions.

Mr. Pisciotta. May I suggest that, if available, the names of those

departed be incorporated as a part of the report of the Committee on

Resolutions and that they be put in the record.
160 National Bureau of Standards

Mr. R. W. Smith. If those of you who know of members of our

Conference who have died during the past year will advise me, I shall

be glad to include the names as suggested. A possible unfortunate

result would be that if we include some and inadvertently omit others,

it may appear as though we were slighting the memory of some who

should be recognized.

Mr. Pisciotta. My thought is that when we have such a prominent

member as Captain Griffith, who was one of the most active members

of this Conference, I would not want the resolution to omit definite

reference to him. If names are not available, no one is to be blamed,

but I believe that such names as we know of should be incorporated

in the resolution.

(It was moved and seconded that the report of the Resolutions Committee be

adopted, the question was taken, and the motion was agreed to.

)

The Chairman. The Chair notes that one of these resolutions provides for the appointment of a special committee to report to the

Conference next year. With your permission, I shall defer the appointment of that committee for the present, in order that the matter

may be thoroughly studied, and the membership of the committee will

be announced through the Weights and Measures News Letter.

REPORT OF THE TREASURER, GEORGE F. AUSTIN, JR.

June 1, 1941

Balance on hand June 1, 1940 $496. 94

Receipts

:

June 3. Dues—1940 Conference $214. 00

Interest accrued 5. 23

219.23

716. 17

Disbursements

:

May 1. Receipt book $2. 00

June 5. Social evening:

Hotel Mayflower—refreshments 188. 50

Music and entertainment 96. 00

Playing cards 6. 00

Rental—Public address system 7. 50

Telephone service, cartage, and miscellaneous 4. 65

Stenographic, mimeographing, and messenger

services 30. 00

Bronze memorial tablet—Fay Stanley Holbrook 44. 00

378.65

Balance on hand June 1, 1941 337. 52

(Signed) George F. Austin, Jr., Treasurer.

(It was moved and seconded that the report of the Treasurer be accepted

as read, the question was taken, and the motion was agreed to.

)

UNFINISHED AND NEW BUSINESS

CONFERENCE EXPENSES

Mr. J. G. Rogers. I move that the Secretary of the Conference

be authorized to pay the customary and necessary expenses of this

Conference.

(The motion was seconded, the question was taken, and the motion was agreed

to.)
Thirty-first Conference on Weights and Measures 1(31

RECONSIDERATION OF MOTION RELATIVE TO NATIONAL CONFERENCE EMBLEM

Mr. Crawford. Mr. Chairman, the Associate Members of this Conference have contributed much to the success of our organization. I

believe that we have made a rather serious mistake in limiting to

"active weights and measures officials who are now in office or who

may become weights and measures officials in the future" authority

to wear the newly adopted emblem of the National Conference.

Therefore, I request a reconsideration of the action taken by the

Conference on June 5, and move the adoption of the following:

This emblem shall be available to members of the National Conference on

Weights and Measures, past, present, or future, to officials of the National

Bureau of Standards contributing to weights and measures work, and to as- sociate members who are now or have been actively participating in weights

and measures work at the National Conference on Weights and Measures,

eligibility of associate members in regard to the emblem to be determined by

officers of the Conference.

(The motion was seconded.)

Mr. Pisciotta. Does "officers of the Conference" include the

Executive Committee ? Mr. Crawford. I would assume "officers of the Conference" to mean

the President and the Vice Presidents.

The Chairman. The officers of the Conference are the President, the

Vice Presidents, the Secretary, and the Treasurer.

Mr. Pisciotta. Is there any objection to including the members of

the Executive Committee? If not, I move that the language be

amended to read "officers of the Conference, including members of

the Executive Committee."

(The motion was seconded, the question was taken, and the motion was

agreed to.)

(The question was then taken on the original motion as amended, and the

amended motion was adopted.)

MEMBERSHIP DUES

Mr. K. W. Smith. There is an important question which this Conference much decide in order to determine the policy to be followed

at future meetings with respect to the character of entertainment to be

provided as a part of the program.

As you know, for the past several years we have had an "evening

party," the expenses of which have been borne by the National Conference, and all members of the Conference, both active and associate,

and their ladies have been invited to participate in these affairs.

Through the reports of the Treasurer you are familiar with what these

functions have cost. For many years our dues have been one dollar

per registrant. The amounts of money which are being taken into the

Conference treasury through dues are insufficient to enable us to continue holding parties such as we have had for several years past.

In making arrangements for this year's meeting, your Secretary took

this matter up with the Executive Committee, suggesting that we could

do one of four things: We could have a party similar to the one held

last year, drawing upon this year's income to meet the expenses ; we

could change the character of the party so that the expenses would be

reduced, thus "keeping within our income"; we could eliminate the

party entirely ; or we could increase the dues of the Conference suffi-
162 National Bureau of Standards

ciently so that we might continue to have parties of the character of

those recently held. The Executive Committee was of the opinion that

our party this year should be of the same general character as the one

held last year, and accordingly this plan was followed. The Executive

Committee did not wish to assume the responsibility of increasing the

dues this year, and wished to refer to the Conference as a whole the

decision with respect to entertainment at future Conferences.

Judging from the preponderant sentiment in the Executive Committee that the parties should be continued, it appears that the Conference will wish to choose between two options: Shall the dues be increased so that the general character of the parties may remain

unchanged, or shall the dues remain at one dollar, necessitating re- duction in the cost of parties by the elimination of the refreshments,

the music, or in some other manner ? Mr. Crawford. Personally, I should be in favor of increasing the

dues. Even though it may be inconvenient for some of us to pay an

increased amount as dues, it seems to me that it is worth some sacrifice to keep the character of the parties unchanged, because these

have contributed very much toward the entertainment of the wives of

the members attending the Conference.

Mr. Saybolt. Mr. Smith did not indicate even approximately the

amount of the deficiency. I presume that this year's attendance is

representative, and approximately 50 percent of those present are

associate members, that is, those representing business, industry, and

so forth. Although the Conference is primarily a weights and measures conference, I think that representatives of industry would be

very happy to pay double the present dues if that increased amount

would satisfy the requirements of the situation. The entertainment

has been of a high order on every occasion when I have had an

opportunity to attend, and I think it would be a mistake to reduce

its caliber.

Mr. Turner. Perhaps Mr. Smith will tell us about how much the

dues would have to be increased to meet this deficiency.

Mr. R. W. Smith. I can only make an estimate, because we can

never tell definitely how many people are going to attend our meetings. The suggestion has been made that the dues be increased to

two dollars, which would, of course, be ample. I believe that if

the dues were increased to one dollar and fifty cents and our attendance remained at its present level, we should be able to remain

solvent.

May I say, referring to Mr. Saybolt's suggestion, that up to this

time, as all of you realize, no distinction has ever been made between

associate and active members in the matter of dues, except that originally the payment of dues was restricted to weights and measures

officials; for a long time we accepted no contribution whatever from

the associate members. Later, at their urgent suggestion, they were

permitted to pay the same registration fee that was collected from

weights and measures officials.

Mr. Harrington. We have been around here for nearly a week and

have had a lot of fun, but our most enjoyable time was at the eveming party of the Conference. I move that the dues be increased to

two dollars.

(The motion was seconded, the question was taken, and the motion was

agreed to.)
Thirty-first Conference on Weights and Measures 163

WEIGHTS AND MEASURES NEWS LETTER

Mr. R. W. Smith. The comments which have been offered during

this meeting relative to the Weights and Measures News Letter have

been very gratifying, and we are happy to know that you are finding

the News Letter interesting and helpful. I wish, however, to reiterate

and emphasize what Dr. Briggs said in this relation in his opening

address. We could make the News Letter very much more valuable to

you if more of you would help by sending in appropriate items for

publication. I am not gifted with second sight, and you must send the

information to me before I can publish it. Dr. Briggs has not imposed

any restrictions on the size of the individual issues or on the size of

the mailing list. If you like the News Letter and want it to be improved and enlarged, you must keep us supplied with items suitable

for publication. Moreover, if anyone desires to be placed on the mailing list for the News Letter, whether or not he is a weights and

measures official, all that is necessary is to write us making that request.

There is, as you know, no charge for the News Letter.

The Chairman. Is there any other matter to come before the Conference ? Gentlemen, this brings to a close, again, a Conference of the weights

and measures officials of the country. I wish to thank you for coming

and to tell you how glad I am to see so many of you here. It has been

a pleasure for me to meet so many of my old friends. I shall look

forward to seeing you again at the Thirty-second Conference.

The Thirty-first National Conference on Weights and Measures

stands adjourned.

(Thereupon, at 1 : 05 p. m., the Thirty-first National Conference on Weights and

Measures adjourned sine die.)

APPENDIX

[In connection with the program item "You're On The Air", presented at the

Third Session of the Conference, there were made available to those in attendance, copies of a booklet prepared by the National Association of Broadcasters,

this being *"a handbook of helpful hints which has for its object the clearer

presentation of public questions in the American home by radio." Because

of the very practical value to weights and measures officials of these suggestions

for the preparation and delivery of radio talks, the following extracts from the

booklet in question are here presented, with the permission of the National

Association of Broadcasters.]

HELPFUL HINTS FOR RADIO SPEAKERS

You have things to say; people to meet by radio! The shouting, the platform stalking, the scowling, the arm waving—the silver-tongued orator whose

softest word could reach clear back to the balcony—these ornaments of a

colorful American past, radio has outmoded. These, radio has replaced with a

quieter, and we believe, more intelligent method of communication. Radio speaks

to those listening in the comfort of their firesides. One "talks things over"

logically and conversationally, as one seated in the room would speak.

The sole purpose of this booklet is to help men in public life to present their

views by radio convincingly. It is simply a handbook of helpful hints which

has as its object the clearer presentation of public questions in the American

home by radio. In it, we have drawn liberally from the everyday, practical

experiences of professional radio people, commentators, and well-known

announcers. THE RADIO TALK

The essential of radio is speaking to people in their homes

not in the convention hall.

You speak—you don't shout

!

Perhaps 99 percent of the people you address by radio are seated in their front

parlors. There, quiet reigns. There, citizens are able to measure your sincerity through your voice.

No. law in this country compels them to listen to you. You must interest them.

For if you don't, a swing band, a news broadcast, another speaker will!

Radio, as public discussion goes, is both the newest and the oldest means of communication

oldest, because the intimacy, the directness, the personalty of the

human voice have swayed millions down through history ; newest, because no

such means of projecting the human voice has ever been enjoyed until radio

gave it a spin through the air of 186,000 miles per second to all tvho were

interested!

Radio serves as direct contact between listener and speaker. The listener

can not talk back.

A radio talk may be heard by thousands, perhaps millions. But, these

listeners are never part of a great convention hall audience—they are but several

people seated in the living room, listening—multiplied by thousands, or by

millions

!

That's Radio

!

Ever to forget it, means a loss of listeners, a failure to "get over" your message

convincingly.

When you use radio, visit informally. Make friends, through friendly, persuasive conversation.

A THOUGHT BEFORE WRITING YOUR RADIO TALK

The audience you have depends upon what you say in the first two minutes of

your talk.

Specialists, teachers, zealots, tend to assume, or to overestimate, the interest

of their subject to the listener. Even the most important subjects are not readily

significant to many.

165
166 National Bureau of Standards

Tie up your introduction with something timely, well-known, or unusually

pertment.

Get interest at the start

!

Then—Pick a purpose. Your audience wants to know what you're "driving

at" and "where you're going."

But select a purpose that can be fully explained and expounded in the time

allotted

!

Few speakers can hold radio attention for more than fifteen minutes. Some

can for half an hour. A few may sustain radio interest for a full hour.

Always remember your listeners are several people seated before a radio in

their home (multiplied by thousands, or by millions).

Your remarks should be addressed to a home group. After you've spoken,

they may easily turn to one another to discuss what you have declared or

challenged.

Your talk should sustain interest, create confidence, prove your conviction.

But what you say in the first two minutes gains or loses audience for you.

How you sustain interest throughout fifteen-, thirty, or sixty minutes depends

upon the unfoldment of your ideas—how you carry the listener along, point

by point.

HOW TO WRITE THE RADIO TALK

Above we said, "Pick a Purpose." We reiterate it here.

What one main idea do you wish to "get over"? How best, in the radio

talk, may you project it?

You believe in your conviction—your subject. Have you tried out your ideas

on others—some friends—some folks at the cross-roads store—some neighbors?

What is your vocabulary? Do you prefer big multisyllabled words? Forget

them

!

If you say "domicile" for "home" ; "seat of learning" for "school" ; "place

of worship" for "church," stick to the simpler terms.

Write your radio talk as you speak.

Words in radio should form pictures, provoke thought, give dimension and

color, produce thinking and action.

Remember: Radio reaches only the ear. Help listeners understand your

story by using words of description. Help them see, smell, taste, feel—help

them understand two times two makes four. If you must use statistics, use

them sparingly and try presenting them in word-picture form.

Don't get lost in literary confusion. This is not an oration.

What you illustrate, what you say, must be stated plainly so as to reach the

human ear convincingly, and clearly.

Write your radio talk this way: Write sentences shortly. Pick your purpose.

Use "picture" words. Develop it interestingly. Try it on a, friend. Remember,

you have radio competition. There are other speakers on the air—other programs, too! Write only what you feel—write as you speak—be sincere.

HOW TO TIME YOUR TALK

What period of radio have you chosen? Fifteen minutes? Thirty minutes?

(In this country all radio periods are exactly timed.)

Should you be on a "fifteen minute program" you actually have fourteen

minutes and thirty seconds—in a thirty minute program you actually have

twenty-nine minutes and thirty seconds. It takes thirty seconds for the studio

(on average) to clear ordinary station technical operation.

Someone should introduce you. Generally, an announcer will. He can refer

to your record—personal or otherwise. That is better in the radio talk than

if you are forced to refer to your own achievements.

The introduction usually takes a minute or so. Calculate your time accordingly.

The time occupied by your own talk should be no longer, nor any shorter,

than the period you have contracted to fill. If "you're short," some studio

music must "fill in." By lack of accurate, well-timed preparation you leave

your audience forgetting what you've said. Schooled to split-second program

delineation, they "worry about the fill-in." You lose caste as a radio speaker.

You are compared with better speakers on the air.

Time it "on the nose." An announcer will "sign you off." Be introduced

properly and fully.
Thirty-first Conference on Weights and Measures 167

HOW FAST DO YOU TALK?

"I dunno" doesn't help you. Get someone to stop-watch you.

Some speakers deliver as many as 250 words a minute ; others 150 or 125.

You must clock your normal rate of delivery.

If you speak too quickly, few can understand what you are saying. If you

speak too slowly, you risk a restive audience.

You must accommodate your voice to radio.

Before you come to the studio, speak aloud at home. Get a stop-watch or borrow one from the station manager. As you read each page, mark down the

time it takes, page by page, at the bottom of each page. For example, should

it take you two minutes to read a full-sized, double spaced, typewritten page,

mark "2" at the bottom of that page. By looking at the studio clock and the

bottom of each page as you go along, you can check up to determine if you

are reading at your normal rate, or not. You can, before the period ends,

make adjustments to fit the time exactly.

Double or triple space your talk.

Use paper that will not rattle.

Send a copy of your timed talk to the studio, well in advance.

Underline important words; mark pauses ( ) for breath stops or emphasis as you will.

Be sure you can read it sincerely. People, remember, are at home.

AT THE MICROPHONE

Properly prepared, properly timed, properly introduced at the microphone,

you are on your own. What you say must be said convincingly. Iu radio, this

depends entirely on the human voice

yours!

When you are before the microphone, relax.

If you are one who needs a few interested people around to register reactions,

ask friends to come in.

Keep your lips moist. (This avoids speaker's "dry dust.")

Have your voice checked (well in advance of your radio period) by the

engineer.

Speak into the microphone. Take a distance (at the start) of not less than

two feet. Be guided by what the control room engineer tells you; he is there

to help you. When you hold up your written speech, don't let it come between

your lips and the microphone. (Your voice will be muffled and indistinct; no

one can hear you.) Check your script-reading habits with the engineer again.

As you finish "speaking" each page, drop it to the floor so it will cause no sound.

Do not cough OR sneeze into the MICROPHONE. Avoid clearing your throat.

Use your voice to reflect your sincerity—intimacy—knowledge of the problem.

You are speaking to people at home—not in a convention hall.

Be friendly. That is radio at its best.

Be sincere. Nothing is more convincing.

o