DEPARTMENT OF COMMERCE 

BUREAU OF STANDARDS 

GEORGE K. BURGESS, DIRECTOR 

I 

MISCELLANEOUS PUBLICATIONS-NO. 70 

Weights and Measures 

Eighteenth National Conference 

OF REPRESENTATlvES FROM VARlOUS STATES 

HELD AT THE BUREAU OF STANDARDS 

WASHINGTON, D. C., MAY 25.26, 27, AND 28, 1925 

PRICE 50 CENTS 

Sold only by the Superintendent of Documents. Government Printing Office 

Washington, D. C. 

WASHINGTON 

GOVERNMENT PRINTING OFFICE 

1926 
OFFICERS AND COMMITTEES 

OFFICERS 

Honorary President, SAMUEL W. STRATTON, President, Massachusetts Institute of Technology, Cambridge, Mass., and former Director of the Bureau 

of Standards, Washington, D. C. 

(Serving during Eighteenth National Conference) 

President, GEORGE I(. BURGE~S, Director, Bureau of Standards, WashingFirst Vice President, I. L. MILLER, State Commissioner of Weights and 

Second Vice President, THOMAS I?. EG~N, Deputy State Superintendent of 

Secretary, F. 8. HOLBROOIC. Bureau of Standards, Washington, D. C. 

Treasurer, GEORGE F. AUSTIN, Sealer of Weights and Measures, Detroit, Mich. 

(As elected by Eighteenth National Conference for the ensuing year) 

President, GEOOROE K. BURGESS, Director, Bureau of Standards, Washington, 

First Vice President, THOMAS l?. &AN, Deputy State Superintendent of 

Second Pice President, GEORGE WARNER, Chief State Inspector of Weights and 

Secretary, I?. S. HOLBROOK, Bureau of Standards, Washington, D. C. 

Treasurer, GEORGE P. AUSTIN, Sealer of Weights and Measures, Detroit, Mich. 

COMMITTEES 

EXECUTIVE COMMITTEE 

ton, D. C. 

Measures, Indianapolis, Ind. 

Weights and Measures, Hartford. Conn. 

D. C. 

Weights and Measures, Hartford, Conn. 

Measures, Madison, Wis. 

(As elected by Eighteenth National Conference) 

GEORGE WARNER Ex officio. 

GEORGE K. BURGESS 

THOMAS I?. EGAN 

F. S. HOLBROOK 

GEORGE F. AUSTIN 

R. F. BARRON, State Commissioner of Weights and Measures, St. Paul, Minn. 

FRED BENJAMIN, State Superintendent of Standards, Springfield, Ill. 

WILLIAM F. CLUETT, Chief Deputy Inspector of Weights and Measures, 

WILLIAM A. DALZIEL, Deputy State Sealer of Weights and Measures, Salem, 

P. R. EDLER, State Inspector of Weights and Measures, Charleston, W. Va. 

J. HARRY FOLEY, State Superintendent of Weights and Measures, Trenton, 

WILLIAM FOSTER, Sealer of Weights and Measures, Springfield, Mass. 

WILLIAM F. GOODWIN, State Sealer of Weights, Measures, and Balances, 

JOSEPH J. HOLWELL, Commissioner, Mayor’s Bureau of Weights and Measures, 

TOM F. MAHONEY, Sealer of Weights and Measures, Chattanooga, Tenn. 

EDWARD J. MARONEY, Sealer of Weights and Measures, New Haven, Conn. 

I. L. MILLEII, State Commissioner of Weights and Measures, Indianapolis, Ind. 

1 

Chicago, Ill. 

Oreg. 

N. J. 

Providence, R. I. 

New York, N. Y. 

I11 
Iv BUREAU OF STANDAIlDS 

G. B. NEBINGER, Inspector of Weights and Nensures, Harrisburg, Pa. 

W. A. PAYNE, County Sealer of Weights and Measures, Rochester, N. Y. 

GEORGE M. ROBERTS, Superintendent of Weights, Measures, and Markets, 

A. TV. SCHWABTZ, Assistant State Superintendent of Weights and Measures, 

WILLIAM F. STEINEL, Sealer of Weights and Measures, Milwaukee, Wis. 

L. P. STRONG, Chief, State Division of Weights and Measures, Lansing, Mich. 

WILLIAM F. SWOGER, Director, State Bureau of Standards, Harrisburg, Pa. 

H. A. WEBSTER, State Commissioner of Weights and Measures, Concord, N. H. 

COMMITTEE ON SPECIFICATIONS AND TOLERANCES 

Washington, D. C. 

Elizabeth, N. J. 

(Standing Committee) 

F. S. HOLRROOK, Bureau of Standards, Washington, D. C. 

WILLIAM F. CLUETT, Chief Deputy Inspector of Weights and Measures, 

R. F. BARRON, State Commissioner of Weights and Measures, St. Paul, Minn. 

CHARLES M. FULLER, City and County Sealer of Weights and Measures, Los 

A. W. SCHWARTZ, Assistant State Superintendent of Weights and Measures, 

Chicago, Ill. 

Angeles, Calif. 

Elizabeth, N. J. 

ACTING COMMITTEES FOR THE EIGHTEENTH NATIONAL CONFERENCE 

Committee on Resolutions.-GEoRGE WARNER, H. N. DAVIS, L. R. TRAVERS, 

C'ontmittee on Nominations.-W. F. CLUETT, W. F. GOODWIN, P. It. EDLEB, G. M. 

J. W. WORDEN, H. W. SHERMAN. 

ROBERTS, C. B. GRAHAM. 

OFFICIAL STENOGRAPHER 

NORMAN L. KNAUSS, Department of Commerce, Washington, D. C. 
LIST OF PERSONS ATTENDING THE CONFERENCE 

STATE DELEGATES 

Arizona _________________ R. H THEILMANN, Rate Inspector of Weights and 

Measures, State House, Phoenix. 

Connecticut-. ____________. THOMAS F. EGAN, Deputy State Superintendent of 

Weights and Measures, State Capitol, Hartford. 

District of Columbia----. GEORGE M. ROBERTS, Superintendent of Weights, 

Measures, and Markets, District Building, Washington. 

Illinois ____-____________ ~ FRED BENJAMIN, State Superintendent of Standards, 

Springfield. 

WILLIAM F. CLUETT, Chief Deputy Inspector of 

Weights and Measures, Room 608 City Hall, Chicago. 

Indiana _________________ I. L. MILLER, State Commissioner of Weights and 

Measures. 152 State House. Indiananolis. 

Maryland ______--_______ S. T. GRIFFITH, Chief Inspector of Weights and 

Minnesota _______--______ P. P. QUIST, State Weighmaster, 320 Flour ExMeasures, City Hall, Baltimore. 

change, 11 inneapolis. 

New Hampshire--------- CHARLES -4. SEATEY, State Inspector of Weights and 

Measures, Concord. 

EDWIN H. TIIOMAS, State Inspector of Weights and 

Measures, Concord. 

New Jersey _____-_______ A. W. SCHWABTZ, Assistant State Superintendent 

of Weights and Measures, Elizabeth. 

New York -_----_-_______ BARNETT HANZER, Assistant Director, State Bureau 

of Weights and Measures, Albany. 

Oregon __-______________. WILLIAM A. DALZIEL, Deputy State Sealer of 

Weights and Measures, Salem. 

Pennsylvania ____________ JAMES H. CRAIG, Deputy Secretary of Internal 

Affairs, Harrisburg. 

WILLIAM F. SWOGER, Director, State Bureau of 

Standards, Harrisburg. 

Rhode Island ___-________ WILLIAM F. GOODWIN, State Sealer of Weights, 

Measures, and Balances, Room 20 State House, 

Providence. 

Tennessee --__---_-- ____ Tohf F. MAHONEY, Sealer of Weights and Measures, 

City Hall, Chattanooga. 

Vermont ________________ H. N. DAVIS, Deputy Commissioner of Weights and 

Measures, Montpelier. 

Virginia _----___________. L. R. TRAVERS, Director, State Bureau of Weights 

and Measures, State Office Building, Richmond. 

West Virginia ___________ P. R. EDLER, State Inspector of Weights and Measures, Charleston. 

HOWARD S. JARRETT, Chief Clerk, State Department of Weights and Measures, Charleston. 

P. T. SULLIVAN, State Inspector of Weights and 

Measures, Bloundsville. 

Wisconsin __-_______--___ GEORGE WARNER, Chief State Inspector of Weights 

and Measures, Capitol Building, Madison. 

CITY AND COUNTY DELEGATES 

Connecticut : 

Bridgeport---------- DENNIS KELLY, Sealer of Weights and Measures, 

Fairfield Counts----- WILLIAM H. BROWN. County Sealer of Weights and 

Welfare Building. 

Measures, Courthiuse, Brjdgeport. I 

V 
VI BUREAU OF STANDARDS 

Connecticut-Continued 

Hartford County---- M. C. GRIFFIN, County Sealer of Weights and MeasNew Haven--------- EDWARD J. MAKOKEY, Sealer of Weights and MeasWashington _________, GEORGE M. ROBERTS, Superintendent of Weights, 

W. C. DILLER, Chief Inspector of Weights, Measures, 

GEORQE A. HOWE, Inspector of Weights, Measures, 

JOHN L. F. KEENAN, Inspector of Weights, Measures, 

Illinois : Chicago--------. WILLIAM F. CLUETT, Chief Deputy Inspector of 

Maryland : Baltimore---- S. T. GRIFFITH, Chief Inspector of Weights and MeasWILLIAM A. CLUBB, Inspector of Weights and Measures, 225 Trumbull Street, Hartford. 

ures, City Hall. 

Measures, and Markets, 313 Iktrict Building. 

and Markets, 313 District Building. 

and Markets, 313 District Building. 

and Markets, 313 District Building. 

Weights and Measures, Room 805, City Hall. 

ures, City Hall. 

District of Columbia : 

ures, City Hall. 

CHARLES G. CROCKETT, Inspector of Weights and 

Measures, City Hall. 

ures, City Hall. 

ures, City Hall. 

Hall. 

Measures, City Hall. 

City Hall Annex. 

Town Hall. 

Room 9, Administration Building. 

Hall. 

1300 Beauhien Street. 

607 Beach Street. 

JAMES T. EVERET, Inspector of Weights and MeasJOSEPH A. GUTIIRIE, Inspector of Weights and MeasGARRY KEIL, Inspector of Weights and Measures, City 

WILLIAM H. LARRIMORE, Inspector of Weights and 

Boston ______________ JAMES A. SWEENEY, Sealer of Weights and Measures, 

Easthampton-------- JVLIUS J. MUTTER, Sealer of Weights and Measures, 

Springfield---__-----. WILLIAM FOSTER, Sealer of Weights and Measures, 

Winthrop 

West Newton-------- ANDREW PRIOR, Sealer of Weights and Measures, City 

Detroit ___-_________ ~ GEORGE I?. AUSTIN, Sealer of Weights and Measures, 

Flint _--_--_________. HOWARD R. EBTES, Sealer of Weights and Measures, 

Highland Park------. JOHN W. WORDEN, Sealer of Weights and Measures. 

Bergen County------, JOIIN R. O’CoNR-on, County Superintendent of Weights 

and Measures, Hackensack. 

Camden _-__----_____ GEORGE. JOHNSON, Superintendent of Weights and 

Measures, City Hall. 

Cape May County----. GILBERT S. SMrrxI, County Superintendent of Weights 

and Measures, Avalon. 

Cumberland County-- WILLIAM B. HOLMES, County Superintendent of 

Weights and Mpasures, Bridgeton. 

Elizabeth ____________ W. J. BENDER, Superintendent of Weights and Measures, Harmonia Building. 

Gloucester County---. WILLIAM P. ARDILL, County Superintendent of 

Weights and Measures, Woodbury. 

Hudson County------ TI-IOMAS J. WALDRON, County Superintendent of 

Weights and Measures, Jersey City. 

Mercer County------- STEPIIEN G. PLANT, County Superintendent of 

Middlesex County---- NATHAN ROBIKS, County Superintendent of Weights 

and Measures, Metuchen. 

Monmouth County--- ROBERT M. MARKS, Assistant County Superintendent 

of Weights and Measures, Manasquan. 

Massachusetts : 

HORACE WAITE, Sealer of Weights and Measures. 

Michigan : 

New Jersey: 

Weights and Measures, Courthouse, Trenton. 
LIST OF PERSONS ATTENDING THE CONFERENCE VI1 

New Jersey-Gontinued 

Morris County------. HENRY S. WORMAN, County Superintendent of 

Weights and Measures, Boonton. 

Newark _____________ P. J. CAUFIELD, Superintendent of Weights and 

Measures. 

Passaic County------ HARRY ROSENFELT, County Superintendent of 

Weights and Measures, Court House, Paterson. 

Union County------- ISAAC SEELEY, County Sealer of Weights and 

Measures, 120 Broad Street, Elizabeth. 

Erie County--------- ORAL F. GAYLORD, County Sealer of Weights and 

Measures, North Collins. 

Jefferson County----. CHARLES H. BULSON, County Sealer of Weights and 

Measures, Court House, Watertown. 

Monroe County------ W. A. PAYNE, County Sealer of Weights and Measures, City Hall Annex, Rochester. 

J. E. DUNKLEE, Deputy County Sealer of Weights 

and Measures, City Hall Annex, Rochester. 

Nassau County------ ROBERT WILLIAMS, County Sealer of Weights and 

Measures, Roosevelt. 

Newburgh ___-_______ W. H. MABIE, Inspector of Weights and Measures, 

City Hall. 

New York _______-___ JOSEPIX J. HOLWELL, Commissioner, Mayor’s Bureau 

of Weights and Measures, Municipal Building. 

Rochester --___---___ H. TT. SHFEMAN, Sealcr of Weights and Measures, 

37 Exchange Street. 

Schuyler County----- WILLIAM C. SEBIURG, County Sealer of Weights and 

Measures, Rock Stream R. D. 

Steuben County----- LEONARD H. WATXER, Countr Sealer of Weights and 

New York: 

RZrasures, Bath. 

Warren County-----. LEMXERT J. DEAN, County Sealer of Weights and 

Measures, 62 Elm Street, Glens Falls. 

Pates County-------. WIIJJAM D. RI:EI), County Sealer of Weights and 

MeasureP, Penn Yam 

Ohio: Columbiana 

County ____-___________ W. €1. BARR, Deputy County Sealer of Weights and 

Measures, Lisbon. 

Allegheny County--- GEORGE B. MOORE, Chief County Inspector of 

Weights and Measures, Court House, Pittsburgh. 

Allentown _______-___ B. FRAXK Rmx, Inspcctor of Weights and Measures, City Hall. 

Altoona ____-_-___-__ J. 0. DEBRAY, Sealer of Weights and Measures. 

Dauphin County----- JOHV E. BOWEXS. County Inspector of Weights 

and Measures, 13 South Third Street, Harrisburg. 

Harrisburg _______-__ G. B. NE~INGER, Inspector of Weights and Measures. 

Philadelphia--------. CONPF~~S B. GRAHAM, Chief Clerk, Bureau of 

Weights and Measures, 2017 Arch Street. 

TIIICO. A. SEXAPIIIN, District Supervisor of Weights 

and Measures. 2017 Arch Street. 

Venango County..---> R. A. PRIKGLE, County Inspector of Weights and 

Mcasurrs, 546 Grant Street, Franklin. 

Chattanooga--------. TOM I?. MAHONET, Sealer of Weights and Measures, 

City Hall. 

Memphis ____-_____-_ A. W. BACEGALUPO, Inspector of Weights and 

Measures. 

Accomac County----. S. J. STEVENSON, County Sealer of Weights and 

Predericksburg--_--- R. E. BECKHAM, Sealer of Weights and Measures, 

Pennsylvania : 

Tennessee : 

Virginia : 

Measures, Accomac. 

City Hall. 

Norfolk _____________ JAMES L. SKINNER, Sealer of Weights and Meas- - ures, 211 Brewer Street. 
VI11 BUREAU OF STANDARDS 

Virginia-Continued 

Richmond ____-______ B. W. RAGLAND. Chief Bureau of Weights and 

Measures. 

E. H. HERBIN, Deputy Inspector of Weights and 

Measures. 

Roanoke C. R. VAUGHAN, Sealer of Weights and Measures, care of Health Department. 

Wisconsin : Milwaukee--- WILLIAM F. STEINEL, Sealer of Weights and Measures, 421 Fifth Street. 

DELEGATES FROM STATE ASSOCIATIONS OF WEIGHTS AND 

MEASURES OFFICIALS 

Massachusetts----------- Association of Sealers of Weights and Measures : JULIUS J.MUTTER, Sealer of Weights and Measures, Town Hall, Easthampton. 

New Pork _______-______. Association of Sealers of Weights and Measures : WILLIAM D. REED, Secretary, 211 Water Street, 

I’enn Yan. 

OTHER DELEGATES, AND GUESTS APPEARING ON PROGRAM 

BUN, H. S., Bureau of Standards, Washington, D. C. 

BURCE, H. W., Bureau of Standards, Washington, D. C. 

BOUSFIELD, A., Chief Engineer, E. & T. Fairbanks & Co., St. Johnsbury, Vt. 

BBIGGB, C. A., Livestock Weight Supervisor, Department of Agriculture, WashBURGEBS, Dr. GEORGE K., Director, Bureau of Standards, Washington, D. C. 

CHNYNN, A. R., Mechanical Engineer, United States Post Office Department, 

GAST, FRED W., Engineer of Scales, Treasury Department, Washington, D. C. 

GOULD, R. E., Bureau of Standards, Washington, D. C. 

HOLBROOK, F.S., Bureau of Standards, Washington, D. C. 

HOOVER, €Ion. HERBERT, Secretary of Commerce, Washington, D. C. 

HOVEY, V. F., President, National Association of Ice Cream Manufacturers, 

INTEMANN, E.A. G., Jr., New Jersey Retail Ice Cream and Candy ManufacJUDSON, L. V., Bureau of Standards, Washington, D. C. 

LINDSAY, C. A., District Manager, Howe Scale Co., 123 Lafayette Street, New 

MILL=, D. R., Bureau of Standards, Washington, D. C. 

PARRY, WILLIAM, Bureau of Standards, Washington, D. C. 

Pmm, E. L., Bureau of Standards, Washington, D. C. 

PIENKOWBKY, A. T., Bureau of Standards, Washington, D. C. 

RASMUBSEN, FRED, Executive Secretary, National Association of Ice Cream 

Manufacturers, Telegraph Building, Harrisburg, Pa. 

RICHARD, C. L., Bureau of Standards, Washington, D. c. 

ROEBER, H. M., Bureau of Standards, Washington, D. C. 

SKINNER, W. W., Chairman, Joint Committee on Food Definitions and Standards, Department of Agriculture, Washington, D. C. 

SMITH, RALPH W., Bureau of Standards, Washington, D. C. 

SOUDER, WILMER, Bureau of Standards, Washington, D. c. 

WINBLOW, M. H., President, Winslow Government Standard Scale Works, Terre 

GUESTS REPRESENTING MANUFACTURERS 

Allsteel Scale Co. (Inc.) : HAROLD C. MITCHELL, 25 West Broadway, New Pork, 

Becker, Christian (Inc.) : C. A. BECKER, 147 Eighth Street, Jersey City, N. J. 

Bowser, S. F. & Co. (Inc.) : D. A. COREY, Fort Wayne, Ind. 

Buffalo Scale Co.: E. D. GORDON, Engineer, Buffalo, N. Y. 

Chatillon, John, & Sons: 

ington, D. C. 

Washington, D. C. 

Schenectady, N. Y. 

turers’ Association, New York, N. Y. 

Pork, N. Y. 

Haute, Ind. 

N. Y. 

EDWIN C. SMITH, Sales Manager, 87 Cliff Street, New Pork, N. Y. 

F. REICHMANN, 108 Grand Avenue, Ridgefield Park, N. J. 

J. G. HUGEL, 87 Cliff Street, New York, N. Y. 
LIST OF PERSONS ATTENDING THE CONFERENCE rx 

Clear Vision Pump Go.: 

HAL M. BLACK, General Counsel, Fourth National Bank Building, - Wichita. 

Kans. 

Dayton Scale Co.: 

J. E. WALTON, Salesman, 800 East Harry Street, Wichita, Knas. 

D. J. MOYNIHAN, Vice President, 50 Broad Street, New York, N. Y. 

ROBEXIT CRAIG, Consulting Engineer, Dayton, Ohio. 

J1‘ILI;u-M BowEN, District Manager, 81G Fourteenth Street, NW., WashingG. G. RICHMOND, Sales Agent, Jacksonville, Fla. 

Davis Welding & Mfg. Co. : ARTHUR L. BETTS, Secretary-Treasurer, 1110-1120 

Engineer Searching Co. : S. J. MACFARREK, Builders Exchange, Washington, 

Fairbanks, E. & T., 8: Co. : A. BOUSFIELD, Chief Engineer, St. Johnsbury, Vt. 

Fairbanks Co., The: E. P. VROOME, Manager, Baltimore Office, 724 East Pratt 

ton, D. C. 

Richmond Street, Cincinnati, Ohio. 

D. C. 

Street, Baltimore, Md. 

Fairbanks, Morse & Co.: L. R. BOYER, Sales Engineer, 900 South Wabash 

Avenue, Chicago, Ill. ‘ 

Gilbert & Barker Mfg. Co. : R~LPH M. LULL, Sales Engineer, Springfield, Mass. 

Guarantee Liquid Measure Co. : TV. S. TOWNSEND, President, Rochester, Pa. 

Gurley, W. 6: L. E.: W. L. EGY, Engineer, Troy, N. Y. 

Howe Scale Go.: C. A. LINDSAY, District Manager, 123 Lafayette Street, New 

International Business Machines Corp. of New York : HARRY S. EVANS, ManMeasuregraph Co.: E. A. POWELL, Service Manager, 3905 Belle Avenue, BaltiMilwaukee Tank Works : S TOR MAN R. CEMM, Eastern Manager, 270 Madison 

National Meter Co.: GEORGE D. RIACVEAGIH, Sales Engineer, 299 Broadway, 

National Store Specialty Co. : H. A. SHOWALTFX, Sales Manager, Bareville, Pa. 

Ohmer Fare Register Co.: 

York, N. Y. 

ager, 816 Fourteenth Street NW., Washington, D. C. 

more, Md. 

Avenue, New York, N. Y. 

New York, N. Y. 

J. B. RIILLS, Works Manager, Dayton, Ohio. 

ASHLEY BROWN, Efficiency Engineer, Dayton, Ohio. 

GEORGE A. GRIST, Superintendent of Taximeter Production, 16 West SixtyVICTOR G. FRICKE, Service Representative, 1140 Twenty-first Street NW., 

Peerless Weighing Machine Co. : Eonrum M. SCHIEMEE, District Manager, 3811 

Pittsburgh Meter Co. : 

first Street, New York, PI’. Y. 

Washington, D. C. 

Copley Road, Baltimore, Md. 

T. C. CLIFFORD, Sales Manager, Pittsburgh, Pa. 

HORACE CHRISM AN, Engineer, Pittsburgh, Pa. 

Pittsburgh Taximeter Co. : JOHN TV. WEIBLEY, Secretary-Treasurer, Pittsburgh, 

Seraphin Manufacturing Co. : IDA U. SERAPHIN, Secretary, Philadelphia, Pa. 

Societe Genevoise d’1nstrunient.i de Physique : R. Y. FERNER, United States 

Spotz Manufacturing Co. : C. A. Srwz, Consulting Engineer, Glenbrook, Conn. 

Standard Computing Scale Co. : AI. D. RIBRLE, Special Representative, Detroit, 

Pa. 

Representative, Investment Building, Washington, I). C. 

Mirh __. Standard Oil Co. (N. J.) : 

N. Y. 

HARRY 1,. SHOEMAKER, Engineering Department, 26 Broadway, New York, 

J. F. WINCHESTER, Superintendent of Motor Vehicles, Baltimore, Md. 

OTTO W. ROSENBAUER, Pump and Tank Department, Baltimore, Md. 

Standard Scale & Supply Corp. : W. N. HAINES, President, Beaver Falls, Pa. 

Stimpson Computing Scalr Co. : A. J. RARTLCI, TAuisville, Ky. 

Tokheim Oil Tank & Pump Co. : FR4X-9 E. MILLS, Fort Wayne, Ind. 

Toledo Scale Co. : 

H. 0. HEM, Consulting Engineer, Toledo, Ohio. 

CHARLES C. NEALE, Manager of Service, Toledo, Ohio. 

A. M. RAYMOND, Sales Agent, 931 New York Avenue, Washington, D. C. 

Torsion Balance Co.: A. T. MILLROT, 92 Reade Street, New York, N. Y. 

Triner Scale & Mfg. Co.: J. A. EDGERTON, Washington Representative, Ouray 

Building, Washington, D. C. 
I BUREAU OF STANDARDS 

Wayne Tank & Pump Co. : 

R. A. DEMPSEY. District Manager, 4030 North Broad Street, Philadelphia. 

Pa. 

W. J. POWERS, Salesman, 3101 Tyndale Avenue, Baltimore, Md. 

Winslow Government Standard Scale Works: M. H. WINBLOW, President, P. 0. 

Box 501, Terre Haute, Ind. 

GUESTS REPRESENTTNG RAILROADS AND WEIGHING DEPARTMENTS 

GORDON, B. B., General Scale Inspector, Pennsylvania Railroad, 139% East 

BYLSMA, J. M., Chief, Weighing Department, Western Weighing and InspecHARRISON, M. J. J., General Scale Inspector, Pennsylvania Railroad, 575 Union 

HOSFORD, C. C., General Scale Inspector, Pennsylvania Railroad, Room 1022 

LAWRENCE, E. KENT, General Scale Inspector, Baltimore & Ohio Railroad, 

MANN, C. H., Superintendent of Scales, Southern Railway, Washington, D. C. 

MARCHANT, HARRY, Scale Inspector, Bethlehem Steel Co., Sparrows Point, Md. 

MCATEER, JOHN, Scale Inspector, Consolidation Coal Co., Watson Building, 

SHARPLEY, H. F., Principal Assistant Engineer, Central of Georgia Railway 

South Street, Indianapolis, Ind. 

tion Bureau, 1822 Transportation Building, Chicago, Ill. 

Station, Chicago, Ill. 

P. R. R. Station, Pittsburgh, Pa. 

Baltimore, Md. 

Fairmont, W. Va. 

Co., Savannah, Ga. 

Room 501 Royal Union Life Building, Des Moines, Iowa. 

STOODY, C. G., Chief Scale Inspector, Chicago, Rock Island & Pacific Railroad, 

OTHER GUESTS REPRESENTING GOVERNMENT DEPARTMEWTS 

FELL, F. B., Livestock Weight Supervisor, Department of Agriculture, South 

HARTLEY, ALBERT A., Federal Trade Commission, 2000 D Street NW., WashELY, EDWIN W., Simplification Specialist, Division of Simplified Practice. 

OTHER GUESTS 

BARNARD, H. E., Director, American Institute of Baking, 1135 Fullerton 

BROWN, Mrs. GEORGE R., Stony Creek, N. Y. 

BYLSMA, Mrs. J. M., Chicago, Ill. 

DALE, SAMUEL S., representing American Institute of Weights and Measures, 

115 Broadway, New York, N. Y. 

DEAN, Mrs. L. J., Glens Falls, N. Y. 

FARRFXL, DOROTHEA E., Raleigh Hotel, Washington, D. C. 

GAYLORD, Mrs. ORAL F., North Collins, N. Y. 

GORDON, Mrs. B. B., Logansport, Ind. 

GRAHAM, Mrs. HERBERT, North Collins, N. Y. 

GRAHAM, HERBERT, North Collins, N. Y. 

HEISLER, Mrs. G. E., Bridgeport, Conn. 

KELLY, Mrs. D., Bridgeport, Conn. 

KANZER, SANFORD, Albany, N. Y. 

MUELLER, AUGUST J., President New Jersey Retail Ice Cream and Candy 

PATRICK, Mrs. N. E., 808 Elizabeth Street, Mechanicsville, N. Y. 

ROBERTS, FREDERIC L., Treasurer Metric Association, 156 Fifth Avenue, New 

ROBERTS, HELEN, Raleigh Hotel, Washington, D. c. 

SEBRING, Mrs. WILLIAM C., Rock Stream, N. Y. 

SMITH, JAMES, 113 Market Street, Paterson, N. J. 

SUMNER, EDYTHE L., 163 Jay Street, Freeport, N. Y. 

WILLIAMS, Mrs. ROBERT, Washington Avenue, Roosevelt, N. Y. 

WOOD, E’. AUSTIN, 28 Nassau Road, Roosevelt, N. Y. 

WORMAN, Mrs. H. S., Boonton, N. J. 

Saint Paul, Minn. 

ington, D. C. 

Department of Commerce, Washington, D. C. 

Avenue, Chicago, Ill. 

Manufacturers’ Association, 425 Jackson Avenue, Jersey City, N. J. 

York, N. Y. 
CONTENTS 

FIRST SESSION (MORNING OF MONDAY, MAY 25, 1925) 

Opening address by the president, Dr. George K. Burgess ____________ Abstracts of reports of State delegates : Arizona, R. H. Theilmann _________________-____________________ Connecticut, Thomas F. Egan __-___________-_____________________ District of Columbia, George M. Roberts __-______-_______________ Illinois, Fred Benjamin ________________________________________-_ Indiana, I. L. Niller -________________-______________________---- Maryland, S. T. Griffith ________________________-------_--------_ Massachusetts, William Foster and James Sweeney ___--_____-_--__ Michigan, George F. Austin _________-______--___________________ Minnesota, P. P. Quist-_____---____--_--_----__-_---_-_----____ 

New Hampshire, H. A. Webster ______--_____--___________________ New Jersey, J. Harry Foley_-__--____-----_-__-___---__------__------ 

New York, Barnett Kanzer _____-_____---___--___________________ Oregon, William A. Dalziel________-_-__-_--_____________________ 

Pennsylvania, James €1. Craig __~_____~~~____~~~__________________ Rhode Island, William F. Goodwin ____--_____-_____-_-__________ Tennessee, T. F. Mahoney----_-_-____-__---______-___--__-----_--_--_ 

Vermont, H. N. Davis ___________________________________________ Virginia, L. R. Travers_-------_----____-__-___-_-__--__-____---- 

West Virginia, P. R. Edler and Howard S. Jarrett ___-_____-_______ 

Wisconsin, George T~~arner-______--_____-__--__-_-_-__-_---__-_--_- 

SECOND SESSION (AFTERNOON OF MONDAY, MAY 25, 1925) 

Abstracts of reports of representatives of State associations of weights 

Massachusetts Association of Sealers of Weights and Measures, 

J. J. Mutter--_____----_____---______--__-_-_--_-__-_----_____ 

New York Association of Sealers of Weights and Measures, H. W. 

Sherman____---___------__-----_-_-_-_--_------_-----___-_---- 

The supervision of weighmasters. by William F. Cluett, chief deputy 

inspector of weights and measures, city of Chicago, I11 _-________-___ 

Discussion of above paper____-______--____---_____---___-_--____ 

Meeting the problem of peddlers and transient vendors, by James A. 

Sweeney, sealer of weights and measures, city of Boston, Mass-------- 

Discussion of above paper_____-_-______-_-_--___--___-___-_-____- 

Report of committee on specifications and tolerances on specifications 

and tolerances for vehicle tanks, presented by F. S. Holbrook, chairman__-_____-__-_________-_____--____-____-__-_____---_------____---_____ 

Discussion of above report______--____^_---_-___-_---___----__-__ 

Appointment of committees ______-__-__--_---_-_------_-_----_-------- 

What the Bureau of Standards is doing to increase the accuracy of 

weighing revenue freight, by H. Al. Roeser, Bureau of Standards--__-- 

Discussion of above paper_---------------__----____-----___------ 

and measures officials : 

THIRD SESSION ( MORNING OF TUESDAY, MAY 26, 1925) 

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34 

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Recent activities of bureau in Richmond, by B. W. Ragland, chief, bureau 

of weights and measures, city of Richmond, Va 

Safeguarding the merchant, by A. W. Bacigalupo, inspector of weights 

and measures, city of Memphis, Tenn _-__-________--________________ 

39 

Discussion of above paper^__^^^_^__^^_^^__--_^^_^__^^^^^^__^^^^^ 43 

44 

XI 
LIST OF PERSONS ATTENDING THE CONFERENCE VI1 

New Jersey-Continued 

Morris County------. HENRY S. WORMAN, County Superintendent of 

Weights and Measures, Boonton. 

Newark _____________ P. J. CAUFIELD, Superintendent of Weights and 

Measures. 

Passaic County------ HARRY ROSENFELT, County Superintendent of 

Weights and Measures, Court IIouse, Paterson. 

Union County_--_--- ISAAC SEELEY, County Sealer of Weights and 

Measures, 120 Broad Street, Elizabeth. 

Erie County---_--__- ORAL F. GAYLORD, County Sealer of Weights and 

Measures, North Collins. 

Jefferson County----. CHARLES H. BULSON, County Sealer of Weights and 

Measures. Court House, Watertown. 

Monroe County------ W. A. PATNE, County Sealer of Weights and Measures, City Hall Annex, Rochester. 

J. E. DUNKLEE, Deputy County Sealer of Weights 

and Measures, City Hall Annex, Rochester. 

Nassau County-_---- ROBERT WILLIAMS, County Sealer of Weights and 

Measures, Roosevelt. 

Newburgh ___________ W. H. MABIE, lnspector of Weights and Measures, 

City Hall. 

R’em York -__________ JOSEPH J. HOLWELL, Commissioner, Mayor’s Bureau 

of Weights and Measures, Municipal Building. 

Rochester ___________ H. W. SHERMAN, Sealer of Weights and Measures, 

37 Exchange Street. 

Schuyler County----- WILLIAM C. SEBRING, County Sealer of Weights and 

Measures, Rock Stream R. D. 

Steuben County----+ I,EONA~UI R. TVALK~, County Sealer of Weights and 

New York: 

Measures, Bath. 

Warren County-----. 1,EMBERT J. DEAN, County Sealer of Weights and 

Measures. 62 Elm Street, Glens Falls. 

Pates County_------. WIL~L~M D. REED, County Sealer of Weights and 

Measures. Penn Yan. 

Ohio: Columbiana 

County ________________ 11‘. H. BARR, Deputy County Sealer of Weights and 

Measures, Lisbon. 

Allegheny County---. GEORGE B. MOORE, Chief County Inspector of 

Weights and Measures, Court House, Pittsburgh. 

Allentown ___________ B. FRANC RINN, Inspector of Weights and Measures, City Hall. 

Altoona _____________ J. 0. DEBRAY, Sealer of Weights and Measures. 

Dauphin County----_ JOHN E. Bowmts, County lnspector of Weights 

and Measures, 13 South Third Street, Harrisburg. 

Harrisburg __________ G. B. NEINGER, Inspector of Weights and Measures. 

Philadelphia----_---. CONYFXS B. GRAHAM, Chief Clerk, Bureau of 

Weights and Measures, 2017 Arch Street. 

THEO. A. SERAPEIIN, District Supervisor of Weights 

and Measures, 2017 Arch Strcpt. 

Venango County----< R. A. PRINGI,~, County Inspector of Weights and 

Measures, 516 Grant Street, Franklin. 

Chattanooga--------. TOM F. MhHONEY, Sealer of Weights and Measures, 

City Hall. 

Memphis ____-_______ A. W. BACEGAISJPO, Inspector of Weights and 

Measures. 

Accomac County----. S. J. STE~NSOX, County Sealer of Weights and 

Measures, Accomac. 

Fredericksburg----_- R. E. RECKHAM, Sealer of Weights and Measures, 

Pennsylvania : 

Tennessee : 

Virginia : 

City Hall. 

Norfolk _____________ JAMES L.SKINNER, Sealer of Weights and Measures, 211 Brewer Street. 
VI11 BUREAU OF STANDARDS 

Virginia-Continued 

Richmond ___________ B. W. RAGLAND. Chief Bureau of Weights and 

Measures. 

Measures. 

E. H. HERBIN, Deputy Inspector of Weights and 

Roanoke ____________. C. R. VAUGHAN, Sealer of Weights and Measures, care of Health Department. 

Wisconsin: Milwaukee--- WILLIAM F. STTUNEL, Sealer of Weights and Measures, 421 Fifth Street. 

DELEGATES FROM STATE ASSOCIATIONS OF WEIGHTS AND 

MEASURES OFFICIALS 

Massachusetts----------- Association of Sealers of Weights and Measures : JULIUS J.MUTTER, Sealer of Weights and Measures, Town Hall, Easthampton. 

New York _______-______. Association of Sealers of Weights and Measures : WILLIAM D. REED, Secretary, 211 Water Street, renn Yan. 

OTHER DELEGATES, AND GUESTS APPEARING ON PROGRAM 

BUN, H. S., Bureau of Standards, Washington, D. C. 

BBARCE, H. W., Bureau of Standards, Washington, D. C. 

BOUSFIELD, A., Chief Eugincw, E. & T. Fairbanks & Co., St. Johnsbury, Vt. 

BBIGGB, C.A., Livestock Weight Supervisor, Department of Agriculture, WashBURGESS, Dr. GE~RCE K., Director, Bureau of Standards, Washington, D. C. 

CHEYNEY, A. R., Mechanical Engineer, United States Post Ofice Department, 

Gam, EBm W., Engineer of Scales, Treasury Department, Washington, D. C. 

GOULD, R. E., Bureau of Standards, Washington, D. C. 

HOLBROOK, F. S., Bureau of Standards, Washington, D. C. 

HOOVER, Hon. HERBERT, Secretary of Commerce, Washington, D. C. 

HOVEY, V. F., President, National Association of Ice Cream Manufacturers, 

INTEMANN, E.A. G., Jr., New Jersey Retail Ice Cream and Candy ManufacJUDSON, L. V., Bureau of Standards, Washington, D. C. 

LINDSAY, C. A., District Manager, Howe Scale Co., 123 Lafayette Street, New 

MILLER, D. R., Bureau of Standards, Washington, D. C. 

PARRY, WILLIAM, Bureau of Standards, Washington, D. C. 

PEFFEB, E. L., Bureau of Standards, Washington, D. C. 

PIENKowaKY, A. T., Bureau of Standards, Washington, D. C. 

RASMIJSSEN, FRED, Executive Swretary, National Association of Ice Cream 

Manufacturers, Telegraph Building, Harrisburg, Pa. 

RICHARD, C. L., Bureau of Standards, Washington, D. 0. 

ROESER, H. M., Bureau of Standards, Washington, D. C. 

SKINNER, W. W., Chairman, Joint Committee on Food Definitions and Standards, Department of Agriculture, Washington, D. C. 

SMITH, RALPH W., Bureau of Standards, Washington, D. C. 

SOUDER, WILMER, Bureau of Standards, Washington, D. C. 

WINSLOW, &I. H., President, Winslow Government Standard Scale Works, Terre 

GUESTS REPRESENTING MANUFACTUREES 

Allsteel Scale Co. (Inc.) : HAROLD C. MITCHELL, 25 West Broadway, New York, 

Becker, Christian (Inc.) : C. A. BECKFX, 147 Eighth Street, Jersey City, N. J. 

Bowser, S. F. & Co. (Inc.) : D. A. COREY, Fort Wayne, Ind. 

Buffalo Scale Co.: E. D. GORDON, Engineer, Buffalo, N. Y. 

Chatillon, John, & Sons: 

ington, D. C. 

Washington, D. C. 

Schenectady, N. Y. 

turers' Association, New York, N. Y. 

York, N. Y. 

Haute, Ind. 

N. Y. 

EDWIN C. SMITH, Sales Manager, S7 Cliff Street, New York, N. Y. 

F. REICHMANN, 108 Grand Avenue, Ridgefield Park, N. J. 

J. G. HUGEL, 57 Cliff Street, New York, N. Y. 
LIST OF PERSONS ATTENDING THE CONFEREKCE Ix 

Clear Vision Pump Co.: 

HAL M. BLACK, General Counsel, Fourth National Bank Building, Wichita, 

J. E. WALTON, Salesman, 800 East Harry Street, Wichita, Knas. 

D. J. MOYNIHAN, Vice President, 50 Broad Street, New York, N. Y. 

ROBERT CRAIG, Consulting Engineer, Dayton, Ohio. 

WILLTAM BOWEN, District Manager, 816 Fourteenth Street, NW., WashingG. G. RICHMOND, Sales Agent, Jacksonville, Fla. 

Davis Welding & Mfg. Co. : AmHun L. BETTS, Secretary-Treasurer, 1110-1120 

Engineer Searching Co. : S. J. MACFARREK, Builders Exchange, Washington, 

Fairbanks, E. & T., 8: Co.: A. BOUSFIEZD, Chief Engineer, St. Johnsbury, Vt. 

Fairbanks Co., The: E. P. VROOME, Manager, Baltimore Office, 724 East Pratt 

Fairbanks, Morse 8: Co.:.L. R. BOYER, Sales Engineer, 900 South Wabash 

Gilbert & Barker Mfg. Co. : RALPH M. LULL, Sales Engineer, Springfield, Mass. 

Guarantee Liquid Measure Co. : TV. 8. Town-SEND, President, Rochester, Pa. 

Gurley, W. & L. E.: W. L. EGY, Engineer, Troy, N. Y. 

Howe Scale Co.: C. A. LINDSAY, District Rlnnager, 123 Lafayette Street, New 

International Business Machines Corp. of New York : HARRY S. EVANS, ManMeasuregraph Co.: E. A. POWELL, Service Manager, 3905 Belle Avenue, BaltiMilwaukee Tank Works : NORMAN R. CEMM, Eastern Manager, 270 Madison 

National Meter Co.: GEORGE D. MACVEXGH, Sales Engineer, 299 Broadway, 

National Store Specialty Co. : H. A. SHOWALTPX, Sales Manager, Bareville, Pa. 

Ohmer Fare Register Co.: 

Kans. 

Dayton Scale Co.: 

ton, D. C. 

Richmond Street, Cincinnati, Ohio. 

D. C. 

Street, Baltimore, Md. 

Avenue, Chicago, Ill. 

York, N. Y. 

ager, 816 Fourteenth Street NW., Washington, D. C. 

more, Md. 

Avenue, New York, N. Y. 

New York, N. Y. 

J. B. RIIua, Works Manager, Dayton, Ohio. 

ASHLEY BROWN, Efficiency Engineer, Dayton, Ohio. 

GEORGE A. CRIST, Superintendent of Taximeter Production, 16 West SixtyVICTOR G. FRICKE, Service Representative, 1140 Twenty-first Street NW., 

Peerless Weighing Machine Co. : EDMUNII M. SCHIEMER, District Manager, 3811 

Pittsburgh Meter Co. : 

Pittsburgh Taximeter Co. : JOHN W. WEIBLEY, Secretary-Treasurer, Pittsburgh, 

Seraphin Manufacturing Co. : IDA U. SERAPHIN, Secretary, Philadelphia, Pa. 

Soci6ti. Genevoise d’Instruments de Physique : R. Y. FERNER, United States 

Spotz Manufacturing Co. : C. A. SIWTZ, Consulting Engineer, Glenbrook, Conn. 

Standard Computing Scale Co. : M. 1). RIBBLE, Special Representative, Detroit, 

Standard Oil Co. (N. J.) : HARRY L. SHOEMAKER, Engineering Department, 26 Broadway, New York, 

N. Y. 

J. F. WINCHESTER, Superintendent of Motor Vehicles, Baltimore, Md. 

OTTO W. ROSENBAUER, Pump :ind Tank Departnient, Baltimore, Md. 

Standard Scale & Supply Corp. : W. N. HAINES, President, Beaver Falls, Pa. 

Stimpson Computing Scale Co. : A. J. RARTLEY, Louisville, Ky. 

Tokheim Oil Tank & Pump Co. : FIL~NK E. MILLS, Fort Wayne, Ind. 

Toledo Scale Go. : 

first Street, New York, N. Y. 

Washington, D. C. 

Copley Road, Baltimore, Md. 

T. C. CLIFFORD, Sales Manager, Pittsburgh, Pa. 

HORACE CHRISMAN, Engineer, Pittsburgh, Pa. 

Pa. 

Representative, Investment Building, Washington, D. C. 

Mich. 

H. 0. HEM, Consulting Engineer, Toledo, Ohio. 

CHARLES C. NEALE, Manager of Service, Toledo, Ohio. 

A. M. RAYMOND, Sales Agent, 931 New York Avenue, Washington, D. C. 

Torsion Balance Co.: A. T. MILLROY, 92 Reade Street, New York, N. Y. 

Triner Scale & Mfg. Co.: J. A. EDGERTON, Washington Representative, Ouray 

Building, Washington, D. C. 
s BUREAU OF STANDARDS 

Wayne Tank & Pump Co. : R. A. DEMPSEY, District Manager, 4030 North Broad Street, Philadelphia, 

W. J. POWERS, Salesman, 3101 Tyndale Avenue, Baltimore, Md. 

Winslow Government Standard Scale Works: M. H. WINBLOW, President, P. 0. 

Pa. 

Box 501, Terre Haute, Ind. 

GUESTS REPRESENTTNG RAILROADS AND WEIGHING DEPARTMENTS 

GORDON, B. B., General Scale Inspector, Pennsylvania Railroad, 139Yz East 

BYLSMA, J. M., Chief, Weighing Department, Western Weighing and InspecHARRISON, M. J. J., General Scale Inspector, Pennsylvania Railroad, 575 Union 

HOSFORD, C. C., General Scale Inspector, Pennsylvania Railroad, Room 1022 

LAWRENCE, E. KENT, General Scale Inspector, Baltimore & Ohio Railroad, 

MANX, C. H., Superintendent of Scales, Southern Railway, Washington, D. C. 

MARCHANT, HARRY, Scale Inspector, Bethlehem Steel Co., Sparrows Point, Md. 

MCATEER, JOHN, Scale Inspector, Consolidation Coal Co., Watson Building, 

Fairmont, W. Va. 

SHARPLEY, H. F., Principal Assistant Engineer, Central of Georgia Railway 

Go., Savannah, Ga. 

STOODY, C. G., Chief Scale Inspector, Chicago, Rock Island & Pacific Railroad, 

Room 501 Royal Union Life Building, Des Moines, Iowa. 

OTHER GUESTS REPRESENTING GOVERNMENT DEPARTMENTS 

South Street, Indianapolis, Ind. 

tion Bureau, 1822 Transportation Building, Chicago, Ill. 

Station, Chicago, Ill. 

P. R. R. Station, Pittsburgh, Pa. 

Baltimore, Md. 

FELL, F. B., Livestock Weight Supervisor, Department of Agriculture, South 

HARTLEY, ALBERT A., Federal Trade Commission, 2000 D Street NW., WashELY, EDWIN W., Simplification Specialist, Division of Simplified Practice, 

Saint Paul, Minn. 

ington, D. C. 

Department of Commerce, Washington, D. C. 

. 

OTHER GUESTS 

BARNARD, H. E., Director, American Institute of Baking, 1135 Fullerton 

BROWN, Mrs. GEORGE R., Stony Creek, N. Y. 

BYLSMA, Mrs. J. M., Chicago, Ill. 

DALE, SAMUEL S., representing American Institute of Weights and Measures, 

115 Broadway, New York, N. Y. 

DEAN, Mrs. L. J., Glens Falls, N. Y. 

FARR~L, DOROTHEA E., Raleigh Hotel, Washington, D. C. 

GAYLORD, Mrs. ORAL F., North Collins, N. Y. 

GORDON, Mrs. B. B., Logansport, Ind. 

GRAHAM, Mrs. HERBERT, North Collins, N. Y. 

GRAHAM, HERBERT, North Collins, N. Y. 

HEISLER, Mrs. G. E., Bridgeport, Conn. 

KELLY, Mrs. D., Bridgeport, Conn. 

KANZER, SANFORD, Albany, N. Y. 

MUELLER, AUGUST J., President New Jersey Retail Ice Cream and Candy 

PATIucK, Mrs. N. E., 808 Elizabeth Street, Mechanicsville, N. Y. 

ROBERTS, FREDERIC L., Treasurer Metric Association, 156 Fifth Avenue, New 

ROBERTS, HELEN, Raleigh Hotel, Washington, D. C. 

SEBRING, Mrs. WILLIAM C., Rock Stream, N. Y. 

SMITH, JAMES, 113 Market Street, Paterson, N. J. 

SUMNER, EDYTHE L., 163 Jay Street, Freeport, N. Y. 

WILLIAMS, Mrs. ROBERT, Washington Avenue, Roosevelt, N. Y. 

WOOD, F. AUSTIN, 28 Nassau Road, Roosevelt, N. Y. 

WOI~~CAN, Mrs. H. S., Boonton, N. J. 

Avenue, Chicago, 111. 

Manufacturers' Association, 425 Jackson Avenue, Jersey City, N. J. 

York, N. Y. 
XI1 BUREAU OF STANDARDS 

Railroad supervision of baggage and freight scales, by A. W. Epright, supervisor of scales and ~1 eighing, Pennsylvania Railroad system-__-- 

Discussion of above paper 

Heavy-capacity platform scales : 

8 

Apparatus and methods for field tests in various jurisdictionsRemarks of George Warner, chief inspector of weights and 

measures, State of to is cons in--____--________________-___-- 

Remarks of George F. Austin, sealer of weights and measures, 

city of Detroit, Mich 

Remarks of C. A. Eriggs, livestock weight supervisor, United 

States Department of Agriculture ____--____________________ Remarks of Dennis Kelly, sealer of weights and measures, city 

of Bridgeport, Conn _---_--_-___-_-----____________________ 

Remarks of A. W. Rchmartz, assistant superintendent of weights 

and measures, State of New Jcrsey __-_______--_______-_____ Remarks of Edward J. Maroney, sealer of weights and measures, 

city of New Haven, Conii 

Paper of Edward K. Strobridge, sealer of weights and measures, 

county of Alanieda, Calif _______-____-_____________________ 

Paper of W. E. Thompson, supervisor of scales, State of Minnesota 

Paper of 1,. J. Allen, chief inspector of weights and measures, 

city of Seattle, Wash 

Remarks of H. R. Estes, sealer of weights and measures, city 

of Flint, ;Clich__-_____________--___---__-----___-_-___-----__-- 

Remarks of George H. Moore, chief inspector of weights and 

measures, county of Allegheny, Pa _________--_-_____________ Remarks on equipnients used in some other jurisdictions--_-_-- 

Remarks of A. Bousfield, chief engineer, E. & T. Fairbanks & CoRemarks of C. A. Lindsay, district manager, Howe Scale co---- 

Rcmarks of M. H. Winslow, preqident, Winslow Government 

Standard Scale Works (Inc.) _________-_____--____-- - -_____ 

Apparatus and methods for factory testsFOURTH SES~IOK (MORKING OF WEDNESDAY, M9Y 27, 1925) 

The progress of weights and measures in the far West: 

Remarks of William A. Dalziel, deputy sealer of weights and meas- ures, State of ore eon__-----_-_-______-_-_-_^--_-_-_-_----___-- 

Remarks of R. H. Theilmann. inspector of weights and measures, 

State of Arizona_____________-____________________-__-__-----_ 

Discussion of above papers ___________________________________ Methods of sale of hay and wood ________-____________________________ Change in name of conference__-__-_______________________-_-------- 

Address by the Secretary of Commerce, Hon. Herbert Hoover-_--__-__- 

Suggested amendment to model law ___----____--____-_-_______________ 

Proposed method of test of taximeters, by Ralph W. Smith, Bureau of 

Stanc~ards____--_-__--_--_--____-_-__---_----_-_--_-_-__-_---__ 

Report of committee on specifications and tolerances on specifications 

and tolerances for taximeters, presented by F. 8. Holbrook, chairman__ 

Consideration of proposed specifications and tolerances for taximeters-- 

FIFTH SESSION (AFTENOON OF WEDNESDAY, MAY 27, 1925) 

Weighing in the customs service, by Fred W. Gast, engineer of scales, 

Treasury De~artnient--_____-__-__-_____--____---_--_--__-__-_____-__-_ 

Discussion of above paper ________--____---_____________________ Discussion of tentative specifications and tolerances for taximeters-_--- 

The necessity for tolerances in excess as well as in deficiency, by H. W. 

Bearce, Bureau of Standards_-______-____--_---_-_---___--____---_-_- 

Shall ice cream be sold by weight? 

The viewpoint of the weiehts and measures official, by Joseph G. 

Rogers, secretary. demrtment of weights and measures, State of 

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CONTENTS 

Shall ice cream be sold by weight-Continued 

The viewpoint of the manufacturer : 

- 

Remarks of Fred Rasmussen, executive secretary, National Association of Ice Cream Manufacturers ...................... Remarks of 1‘. F. Hovey, president, National Association of Ice 

Cream Manufacturers ______________________________________ The viewpoint of the retailer, by E. A. G. lntemann, jr., representing the New Jersey Retail Ice Cream and Candy Manufacturers’ 

dssociation____________-________-____-_--__--_-_________-_____- 

The work in relation to ice cream of the Joint Committee on Dcfiuitions and Food Staiidards, hy W. W. Skinner, chairman _____________ Present regwlation of sale of ice cream in Wisconsin, by Harry Klueter, 

assistant dairy and food commissioner, State of Wisconsiii__-________ 

Remarks of H. E. Barnard, director, American Institute of Baking, on proposed tolerances for loaves of bread ____________________________ 

. 

SIXTH SESSION (MORNING OB THURSDAY, 14AY 28, 1925) 

The work of the technical committee on commercial weighing and 

measuring devices of the Federal Specifications Board ________________ Policy of the Bureau of Standards in relation to the “ approval ” of com- mercial weighing and measuring devices _________-___________________ Special report of the committee 6% specifications and tolerances in relation to certain amendments in the model law on the subject of weights 

and measures, presented by F. S. Holbrook, chairman ________________ Discussion of ahore report _____________________________________ Discussion on practicability of proposed sale of commodities on basis of 

moisture-free ingredients, by F. S. I-Iolbrook, Bureau of Standards--_- 

Report of the committee on specifications and tolerances on tolerances 

for bread, presented by J?. R. Holbrook, chairman ..................... Discussion of almre report _____________________________________ Announcement concerning Miscellanwus Publication So. 64__-_-__-__-- 

Flowers in memory of Louis A. Fischer __-____________________________ 

‘The peraonxl elenirnt in our work, by S. T. Griffith, chief inspector of 

x-eights and mpasures, city of IS;iltimorc, JId ___________-_____________ The Post Office Departnieiit proqrani for checking and maintaining 

accuracy of scales in service, by A. R. Cheyney, mechanical engineer, 

Post Office Department ________________________________________-_-__ Discussion of ahore paper ...................................... Test car accuracy, by C. L. Richard, Bureau of Standards _____________ 1 

General consideration of subjects of interest brought up for discussion 

by delegates_____________-______-____________----______________--__ 

SEVEXTH SESSION (AFTERNOON OF THURSDAY, MAT 28, 1925) 

Report of the committee on resolutions, pwented by George Warner, 

Resolution of appreciation to the Secretary of Commerce____-_____ 

Resolution of appreciation to the director and staff of the Bureau 

of Standards__-___-______-__--__________________---____-______ 

Resolution of appreciation to manufacturers, officials, executives, 

and others____________-_______-__________--_-_--____-________-- 

Resolution requesting the Bureau of Standards to consider the prac- ’ 

ticability of a weights and measures correspondence course-_____ 

Resolution in memory of Hugh J. IIealey _________________________ Resolution in memory of Henry A. Peabody ________________________ Resolution in memory of William B. McGrady _____________________ Resolution in memory of Col. ,John IT. Richardson __________-______ 

Resolution in relation to methods of $ale of ice cream _____________ Report of treasurer, George E’. Austin ................................. Report of committee on nominations, presented by William F. Cluett, 

chairman; and election of officers __________________________________ Quality of coal_____-_______-___-__--__-_--_-__-_-__-_-_______--_---- 

chairman : 

XI11 

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REPORT OF THE EIGHTEENTH NATIONAL CONFERENCE ON WEIGHTS AND 

MEASURES OF THE UNITED STATES 

HELD AT THE BUREAU OF STANDARDS, WASHINGTON, D. C., MAY 25-28,1925 

FIRST SESSION (MORNING OF MONDAY, MAY 25,1925) 

The conference was called to order at 10.55 o’clock a. m. by Dr. 

George K. Biirgess, president of the conference and Director of the 

Bureau of Standards. 

OPENING ADDRESS BY THE PRESIDENT, DR. GEORGE K. BURGESS 

It is with very great pleasure, indeed, that I call to order this 

Eighteenth Annual Conference on Weights and Measures of the 

United States and extend to all of you a cordial welcome to Washington and to the Bureau of Standards. This is the third conference over which I have had the honor of presiding, and I am happy 

to say that I now feel thoroughly at home in occupying the chair 

during your deliberations. This experience has given me an excellent insight into your work, and I must say that I have been very 

much impressed with the excellent way in which you buckle down to 

business and cooperate in producing things very much to be desireduniformity, improved methods, increased knowledge, and greater 

efficiency. 

The Bureau of Standards feels itself fortunate to be of assistance 

to you along these lines, and feels that in its participation it is fulfilling one of its most important functions and is being of very real 

service to all the people of the United States. We maintain here 

the fundamental standards of weights and measures of the country. 

We depend upon you to take those standards and carry them into 

the commercial dealings, so that they become a very real part of the 

life of the people in safeguarding them in their various daily transactions. This is a very important function with which you are 

intrusted, and in doing your part you niay well have a very great 

feeling of satisfaction. 

During my tenure of office as president of this organization I 

have been very much impressed, further, with the attendance at the 

meetings and the fact that they are so thoroughly representative, 

not only from a geographical standpoint but also from the standpoint of the various interests concerned. Certainly success in 

weights and measures regulation is virtually guaranteed when the 

representatives of our States, our local jurisdictions, our manufacturers of weights and measures, our industries especially concerned 

*The name of these conferences, fqTmerly known as “Annual Conferences on Weigh:? and Measures,” has been changed to 

(See B 73.) 

National Conferences on Weights and Measures. 

1 
2 BUREAU OF STANDARDS 

with weights and measures, and our Federal departments and bureaus meet together amicably to discuss common problems and decide 

upon proper solutions of them. 

From the standpoints both of attendance and accomplishments, 

then, the conferences with which I have been officially connected 

have left but little to be desired. In view of this, it seems venturesome for me to predict that this conference now opening bids fair 

to be the most successful one with which I have been connected. 

Yet I feel that I can say this with a very excellent chance of being 

correct in my prediction. The response to our invitations has been 

especially enthusiastic, and it seems that there will be a very excellent attendance from all sections of the United States. We have 

high hopes that more than half of the States will be represented, 

and in view of the present conditions this will be a splendid accomplishment. 

If we are not mistaken, our program also will be a very interesting 

one. Every effort has been made to include nothing but interesting, 

helpful, and timely subjects of interest, and we advise you not to 

miss any session, because in every session there is included material 

which is very much worth while. Among the subjects which are 

expected to be of special interest and importance I might mention 

that of heavy-capacity platform scales. The matter of the test of 

these scales has long been a thorn in the flesh of many of our officials. 

Everyone grants the fundamental importance of this class of scales, 

and yet, perhaps, they fail to receive an adequate test more often 

than any one class of apparatus; but this is not through any fault 

of the official. The reasons for this condition are not hard to find. 

In the first place, the procurement of the necessary apparatus represents a high initial expense, and its weight is such that the moving of it from scale to scale constitutes a difficult and expensive 

problem of transportation. In the second place, the advent of the 

autotruck and its very intensive development have resulted in a very 

rapid increase in the capacity of such scales, with the result that the 

equipments and methods of test have in many cases been unable to 

keep pace with the progress being made along these lines. Everyone 

recognizes that equipment which was reasonably satisfactory a few 

years ago is wholly inadequate to-day, and yet if the official has been 

unable to obtain anything better he has been obliged, perforce, to 

do the best he could with the means provided. In connection with 

this state of affairs the bureau has had many inquiries as to proper 

equipment for this work, and its advice has been solicited as to the 

best manner of procedure to correct the present unfortunate conditions existing. The bureau is also advised of many jurisdictions 

where the needs are fully realized, but where carefully worked-out 

programs for improvement, though strongly urged and adequately 

presented, were wholly unsuccessful. 

This subject on the program has been designed with the idea that 

it will lay the groundwork for the eventual solution of these difficulties. First, it will be a taking of stock-an inventory. What is 

the present situation? This number should do much to advise all 

of you concerning this, and when this is understood you will be in 

a better position to proceed. Second, it will help to crystallize your 

various ideas as to the best equipment and methods available for 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 3 

the work contemplated and enable you to lay your plans to procure 

the equipment which will be best for your particular needs and to 

draw up your budgets accordingly. Third, you will learn from the 

r6sumB of what is being accomplished in various jurisdictions, what 

can reasonably be expected when such equipment is procured, and 

such methods put into force and effect. This knowledge will be 

extremely useful as ammunition for inaugurating or continuing the 

offensive in your various jurisdictions. Finally, it will encourage 

and spur every one of you on to continued efforts properly to outfit 

your departments in this important respect, for it will convince you 

that eventually results may be secured if you keep plugging away 

at it. 

Another subject which we expect will prove to be of great interest 

is that concerning the manner of sale of ice cream, and I desire 

especially to mention this for several reasons. First, on account 

of the interest attaching to the subject itself. It has been attracting 

the attention of officials from various parts of the country on account of the complaints being macle by retailers that they are unable 

to properly check out on this commodity by the present method employed in purchases and sales by liquid measure. As a result many of 

the retailers are desirous of finding out if some other method of 

handling this commodity can not be devised that will enable them 

to deal in it on a sounder basis. This is not due to the fact that it is 

suspected that short measure is being delivered by the wholesalers, 

but is due to the inherent nature of the commodity, in that whenever it is repacked it shrinks in volume, and thus a greater amount 

per unit of volume than is received must always be delivered in the 

case of a sale of bulk ice cream. 

Second, I am particularly interested in the manner in which this 

subject is being presented on the program, since it strikes me that 

it is an excellent illustration of the fairness of this conference and 

of its desire to obtain all possible information in relation to a subject 

before taking action in relation to it. Thus, papers will be presented detailing the various viewpoints of the * interested parties-the 

weights and measures official, the manufacturer, and the retailer. 

Each will have a full opportunity of presenting his side of the case 

and his recommendations for its solution. Then, the chairman of 

the joint committee on definitions and standards will tell of the 

work which his committee has done which is of interest in this 

relation. Finally, a State official from a State which has been regulating this matter for some years will explain the basis of the 

method adopted there and how it works out in practice. Certainly the delegates will be in an excellent position to arrive at reasonable 

conclusions after all this testimony has been placed at their disposal. 

Finally the mention of this paper gives me an excellent opportunity to broach an idea which has been proposed, which strikes me as 

being a very good one. This subject is the coordination of programs 

of the national conference and of State conferences on weights and 

measures. 

This national conference has proved itself to be a very well worthwhile organization in the obtaining of uniformity in weights and 

measures matters throughout the country. Your State conferences 

* 

66436"-2L2 
4 BUREAU OF STANDARDS 

are also very important and useful organizations in unifying the 

work in those States in which they are held. Now, the idea I have in 

mind will, I think, enable the State organizations to assist the national body and, conversely, enable the latter to assist the former in 

the manner I am about to point out. 

Every year in the weights and measures field there are usually two 

or three problems which are recognized as outstanding ones at that 

particular time. For instance, the subject of the sale of ice cream 

and also that of heavy-capacity scales which I have taken occasion 

to mention may be considered to be in this category this year. 

Would it not be a wise plan for a representative group, such as the 

executive committee of this conference, or, perhaps this conference 

as a body, to select these outstanding subjects for each year, announce 

this selection, and recommend that they be included in the programs 

of each State conference and of the national conference! If the 

latter body happens to inaugurate such a subject it can be discussed 

here, and, perhaps, a tentative decision can be reached with the understanding that a final conclusion will be postponed until the next 

succeeding conference. The subject can then be referred to and discussed at the State conferences held during the following 12 months. 

This will result in the enlistment in the consideration of an even 

broader and more representative group of officials than can ever be 

gotten together here. Returning to the next national conference the 

delegates from the various States will then be entirely advised as to 

the consensus of opinion of the officials in their States and will be 

better enabled to speak with confidence and authority in this relation. If the subject is suggested at such a time that it can better be 

inaugurated at the various State conferences the discussions held will 

develop the consensus of opinion in the same way, and the delegates 

will be similarly assisted in their discussion of the subject when the 

matter is reached on the program of this conference. 

Of the two subjects mentioned heretofore it may be said that at 

the present time in its present scope the subject of heavy-capacity 

scales is being inaugurated at this conference, although, of course, 

it has frequently been discussed heretofore. The subject of the sale 

of ice cream has been borrowed from the program of the last conference of the weights and measures officials of New Jersey where 

this subject was very competently handled. The various codes of 

specifications and tolerances will be excellent material to be handled 

in this way. 

I consider this a most constructive suggestion and commend it to 

you for your consideration. It has been placed on the program as 

a subject for discussion in connection with item No. 17. 

In addition to the coordination of programs another advantage 

of leaving a subject open for a year will be that in the meantime 

industries and the public in your jurisdictions can be consulted as to 

their attitude in relation to it, and their reaction will be of the 

greatest value. 

It is with very great sorrow that I am obliged to announce that 

an old and prominent member of this organization passed away since 

our last meeting-W. B. McGrady, of Pennsylvania. We all knew 

him and we all admired him as an able and conscientious official, 

a valued ally, and a sincere friend. Me was a past vice president of 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 5 

this body, a member of our executive committee, and a member of 

our committee on specifications and tolerances. We will miss him 

very greatly. 

I have filled the place left vacant on the committee on specifications and tolerances by the appointment of A. W. Schwartz, of New 

Jersey. I am sure you will agree with me as to the wisdom of this 

choice, and that we are fortunate in enlisting his services. Mr. 

Schwartz is already functioning as a member of this committee and 

mill participate in the reports niade to the conference this year by it. 

Before closing I would refer to the report of the seventeenth annual conference, a document of 147 pages, which I trust you have all 

received. With the cooperation of all parties concerned, special 

effort was made to have that report published promptly, with the 

result that it was issued several months in advance of the usual time 

of publication, and I trust that this prompt publication has served 

a useful purpose in making our deliberations available to the interested parties at such an early date. 

You will note from the program of the eighteenth conference 

that we have listed an address by the Secretary of Commerce, Mr. 

Hoover, for Wednesday morning. hfr. Hoover has addressed 

each of our conferences during his term of office, and I can assure 

you he takes the keenest interest in our activities, especially in view 

of the fact that the results of our deliberations are so closely 

wrapped up with a subject most close to his heart-that of the 

elimination of waste in production and distribution-and he appreciates our activities as forming a basis of fair dealing and legitimate 

regulation of the interchange of commodities. 

You will also notice that a place has been made on the program 

on Thursday for a reception by the President of the United States, 

who has kindly consented to receive the delegates and other attendants at this conference at the White House at 12.30 p. m. Thursday. 

Another subject that I would like to bring to your attention is 

the question of exhibit. You will remember that for many years 

it was the custom to hold an exhibit of weights and measures 

apparatus at the time of the annual conference. The question of 

the scope and frequency of such an exhibit was discussed on the 

last day of the seventeenth conference last year. It is realized, of 

course, that the preparation of these exhibits entails a considerable 

burden upon the exhibitors, who for the most part are manufacturers. I gather from correspondence and conversations that many 

of them would be glad to hold such exhibits periodically, perhaps 

once every two or three years, and I think it would be wise for the 

conference to decide at this time on a definite policy in this matter. 

There is one great advantage not to be overlooked-when an exhibit 

is held it brings automatically to our meetings a critical personnel 

who may oftentimes take an active and constructive part in our 

deliberations. - 

I would also remind YOU that the Bureau of Standards has a 

small permanent exhibit "of certain types of weights and measures 

apparatus which I trust you will take the opportunity to examine, 

and you will notice that on Tuesday morning a special place is 

made on the program for inspection of the primary standards of 
? 

6 BUREAU OF STANDARDS 

" length and mass and of the laboratories of the Bureau of Standards. I trust, also, that as opportunity offers during the four-day 

sessions of this conference you will not hesitate to avail yourselves 

of the opportunity to acquaint yourselves with any portions of the 

work going on at the Bureau of Standards in which you may be 

interested. - 

Before receiving the reports of State delegates I want to thank 

the members of t,e execdive committee and others who have assisted in preparing our program- for this eighteenth conference, and 

I can assure you also that the work of your committees, and in 

particular the committee on speciiications and tolerances, has been 

most conscientious, and they will be able to put before you constructive programs for your consideration. 

ABSTRACTS OF REPORTS OF STATE DELEGATES1 

ARIZONA 

(The report of R. H. Theilmann, State inspector of weights and 

measures, was incorporated in his paper, which will be found on 

p. 71.) 

CONNECTICUT 

By THoMas F. EGAN, Deputy State Superintendent of Weights and Neasures 

Mr. Egan reported that the weights and measures laws of his 

State were not in such form as to serve the best interests of all 

concerned, and that the greatest difficulty now being experienced in 

his department was in securing the passage of needed legislation. 

He stated that, notwithstanding the department's best efforts, the 

proposed standard-weight amendment to the present bread law 

was defeated in the last legislature. The same was true in the case 

of a bill concerning the sale of wood for fuel purposes. Two new 

laws were enacted, however, one in relation to the appointment 

and salaries of town inspectors and the other providing a penalty 

for taking more than the quantity represented when buying commodities. 

DISTRICT OF COLUMBIA 

By GEORGE If. ROBERTS, Superintendent of Weights, Ueasures, and Markets 

Mr. Roberts reported continued activity of his department without any changes in law or in personnel, but stressed the handicap 

of an insufficient force of inspectors and of inadequate equipment 

for the testing of heavy-capacity scales. He stated that during the 

last fiscal year 94 prosecutions had been instituted, of which only 

two resulted in acquittals. Bfr. Roberts gave as the reason for this 

high percentage of convictions, the care with which cases were 

prepared and the policy of his department not to start action upon 

insufficient evidence of the guilt of the offender. 

- 

a For convenience of reference these reports have been arranged in alphabetical order 

throughout. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 7 

ILLINOIS 

By FRED BENJAMIN, State Superintendent of .Standards 

Mr. Benjamin reported that a standard-weight bread bill was 

pending in the present legislature. This bill would require that 

bread be sold only in standard-weight loaves and provides a tolerance of 1 ounce per pound in excess or deficiency. At present the 

State law merely provides that bread shall be sold by weight, and 

permits cities having a population of 25,000 or more to regulate 

the matter by local ordinance. Mr. Benjamin said that conditions 

with respect to gasoline pumps and scales were rapidly improving, 

although considerable work remained to be done in the case of the 

former. 

INDIANA 

Ey I. L. MILLER, State Commissioner of Weights and Measures 

Mr. Miller reported that the last legislature enacted a general 

weights and measures law designed to strengthen the weights and 

measures administration of the State. He outlined the provisions of 

the new code which, among other things, gives the State department 

greater powers, requires the appointment of additional city and 

eounty sealers, authorizes the appointment of local weighmasters, 

amplifies the package-marking requirements, and requires fruits 

and vegetables not in original containers to be sold by weight. Mr. 

Miller also reported the continued satisfactory administration of the 

Indian standard2weight bread law. 

MARYLAND 

By S. T. GRIBFITH, Chief Inspector of Weights and Ncaszc.rcs, Baltimore 

hir. Griffith reported that at the present time the State, as a 

whole, was not active along the lines of weights and measures supervision. In 

Baltimore, the largest city of the State, a department has been in operation for years, and under recently revised ordinances and regulations is doing very efficient work. Mr. Griffith expressed the hope 

that in the near future state-wide regulation might be realized in 

this important phase of governmental activity. 

There is no State department of weights and measures. 

MASSACHUSETTS 

By WILLIAM FOSTER, Sealer of Weights and Neasures, Springfield, and JAMES 

SWEENEY, Sealer of Weights and Neasawes, Bostora 

Mr. Foster briefly summarized the satisfactory progress being 

made in weights and measures work in Springfield, noting an increase 

in force and equipment, and a broadening of duties, including the 

testing of taximeters. Mr. Sweeney gave a rBsumB 01 the provisions 

of some very early weights and measures laws in Massachusetts and 

showed how the laws of today were a natural outgrowth of these 

3These reports were presented by Mr. Foster and Mr. Sweeney in the absence of an official State delegate. 
8 BUREAU OF STANDARDS 

earlier enactments. He noted that the first sealer was appointed in 

Boston in 1650, and the weights and measures inspection work had 

continued in the clty ever since. 

MICHIGAN 

By GEORGE F. AUSTIN, Sealer of Weights and Measures, Detroit 

Mr. Austin stated that no success had been attained in an endeavor to procure new legislation in the State, and that the State 

did not have a sufficient number of inspectors engaged in weights 

and measures work. He then referred to a new ordinance in Detroit 

which requires the licensing of all stations retailing or wholesaling 

petroleum products and of operators of such stations and of tank 

wagons, and briefly described some phases of the work being done 

in the city, touching especially upon the testing and supervision 

connected with the sale of gasoline from tank wagons and pumps. 

MINNESOTS 

By P. P. QUIST, State Weighmaster 

Mr. Quist conveyed to the conference the greetings of R. F. 

Barron, State commissioner of weights and measures, who was 

unable to be present. Mr. Quist stated that it was following his 

attendance at the conference 17 years ago that the necessity for 

proper weights and measures supervision was brought to the attention of the authorities of his State, and that since its establishment 

in 1911 the State department of weights and mebsures had established an enviable record of accomplishment. He also spoke briefly 

of the work of the Minnesota grain inspection and weighing service 

with which he is directly connected. 

NEW HAMPSHIRE 

By H. A. WEBSTER, State Commissioner of Weights and Yeasures 

Mr. Webster reported increasing interest in and approval of the 

work of his department on the part of the public, as an evidence 

of which he cited the increase in appropriation granted by the 

last legislature. A new law applying to the sale of farm produce 

in standard boxes has been enacted and the weight per bushel for 

apples repealed. Mr. Webster mentioned the cooperation of the 

school authorities in his weights and measures educational program ; 

weights and measures is being continued as a special subject in 

the school curricula. The large increase in the numbers of wayside 

stores and gasoline-pump installations was noted as the most perplexing problem of the department. 

NEW JERSEYG 

By J. HARRY FOLEY, State Superintendent of Weights and Measures 

Mr. Foley reported that three recently enacted statutes-the saleby-weight act, the thread act, and the climax basket act-were now 

4 This report was presented by Blr. Austin in the absence of an official State delegate. GThis report was rend to the conference by Edwin €1. Thomas. 

6This report was read to the conference by A. W. Schmartz. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 9 

in successful operation. At the last legislature a bill placing all 

weights and measures officers under civil service was enacted. The 

department had also caused to be introduced a standard-weight 

bread bill, a bill requiring the sale of ice cream by weight, and a 

bill providing for the licensing of coal dealers, but all of these failed 

cif passage. Mr. Foley also mentioned a special survey of drug 

stores made during the past ear and a system of instruction carried 

in methods of testing drug-store equipment. 

on by the State department P or thepurpose of training local officials 

NEW YORK 

By BARKETT KANZER, Assistarti Director, State Bureau of Weights and 

Measures 

Mr. Kanzer reported that the mechanical condition of the weighing and measuring devices in his State was very good, and that he 

considered the inaccuracies found to be merely the result of normal 

wear and deterioration in use. He stated that the use of measures 

was on the wane, weighing being rapidly substituted for measuring 

by the merchants of the State. Only minor changes have been made 

during the year in the statutes under which the bureau operates, but 

it is hoped eventually to secure the passage of a mandatory standard-weight bread law to replace the present law which permits nonstandard sizes to be sold when these are marked with their weight. 

OREGON 

(The report of William A. Dalziel, deputy State sealer of weights 

and measures, was incorporated in his paper which will be found on 

p. 69.) 

PENNSYLX’ANIA 

By JAMES H. CRAIQ, Deputy Secretaru of Intwmal Affairs 

Mr. Craig reported that for some time the Pennsylvania Bureau 

of Standards has been severely handicapped by lack of sufficient 

funds properly to carry on its activities. The statutory force of 12 

field inspectors has been reduced to 2, with the obvious result that 

the bureau could do but little in the way of field work. Re stated, 

however, that it appeared probable that several additional inspectors 

could be put on during the coming year. Mr. Craig also discussed 

briefly some of the weighing and measuring devices which had recently been submitted for approval under the Pennsylvania serialization law. 

RHODE ISLAND 

By TVILIAM I?. GOODWIN, State Sealer of Weights, Measures, and Balames 

Mr. Goodwin briefly reviewed the experience of his department 

in its contacts with the manufacturers and users of weighing and 

measuring devices, stating that, while this was not true at first, the 

fullest cooperation now existed. In his remarks he stressed the 

successful efforts of his department to harmonize the interests of all 
10 BUREAU OF STANDARDS 

parties concerned in any weights and measures matter. While 

mentioning the occasional scarcity of funds, Mr. Goodwin said that 

his department was rendering efficient service to the people of his 

State. 

TENNESSEE 

By T. F. MAHONEY, Citu Sealer of Weights and Measures, Chattanooga 

Mr. Mahoney reported that, in general, the weights and measures 

work of his State was not well organized at the present time. Lack 

of appropriations contributed largely to this condition, but plans 

were being made for a vigorous campaign in the immediate future 

to provide adequate weights and measures supervision for all parts 

of the State such as is now in force in a few of the larger cities. 

VERMONT 

By H. N. DAVIS, Deputy State Commissioner of Weights and Measures 

Mr. Davis reported that during the past two years but little 

could be accomplished in his department except purely routine 

matters on account of a 50 per cent cut in appropriations which 

took place in 1923. The last legislature, however, increased the 

amount available for weights and measures supervision, as a result 

of which two additional field inspectors are to be placed in service. 

This will greatly increase the efficiency of the department, and with 

additional funds which are hoped for from the next legislature 

fairly satisfactory conditions of administration are anticipated. 

VIRGINIA 

By L. E. TRAVERS, Director, State Bureau of TVeigkts and Measures 

Mr. Travers outlined some of the provisions of the new weights 

and measures law of his State, under which all cities and counkies 

are to appoint sealers and provide suitable testing equipment. He 

stated that so far practically all of the cities and about 30 of the 

counties had complied with the provisions of the law in this respect. Mr. Travers said that already it was apparent that the 

State law could be improved in many of its details, and that the 

State legislative bureau was drafting amendments which it was 

hoped would be adopted by the next legislature. In this connection 

he mentioned particularly a section on baskets and similar containers. 

WEST VIRGINIA 

By P. R. ED=, State Inspector of Weights and Measures, and HOWABD S. 

JARBETT, Chief Cleric, State Department of Weights md Measures 

Mr. Edler reported that dry measures have practically disappeared 

from his State, having been replaced by weighing scales. He also 

reported that the rapid building of State highways was causing a 

very great increase in the number of gasoline-dispensing units being 

installed. He stated that efforts to have some necessary amendments 

to the present law made met with failure, but that another effort 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 11 

would be made to have this legislation enacted. Mr. Jarrett described the situation in respect to the manufacture of a nonstandardsize milk bottle in the State. 

WISCONSIN 

By GEORGE WABNER, Chief State Inspector of Weights and Measures 

Mr. Warner reported that no new weights and measures legislation had been enacted during the past year. He mentioned the results 

of an investigation on packages of cup grease, cans of lubricating oil, 

etc., in the course of which shortages of as much as 14 per cent on 

cup.grease and 10 per cent on oil were found. He also stated that 

an important case, involving the right to use a 9-gram sample in 

testing cream when the State law specifies that an 18-gram sample 

is to be used, was before the Wisconsin courts for adjudication. 

(Following these reports representatives from a number of cities 

and counties presented brief reports upon various phases of the work 

in their jurisdictions.) 

(At this -point, at 12.45 o’clock p. m., the conference took a recess 

until 2.10 o clock p. m.) 
SECOND SESSION (AFTERNOON OF IKONDAY, MAY 25, 

1925) 

The conference reassembled at 2.10 o’clock, p. m., Dr. George K. 

Burgess, president, in the chair. 

ABSTRACTS OF REPORTS OF REPRESENTATIVES OF STATE ASSOCIATIONS OF WEIGHTS AND MEASURES OFFICIALS 

MASSACHUSETTS ASSOCIATION OF SEALERS OF WEIQHTS AND MEASURES 

By J. J. MUTTER, sealer of Weights and Measures, Easthampton 

Mr. Mutter spoke briefly of the organization of his association and 

of its recent activities. He mentioned particularly its legislative 

program. Of three bills sponsored by the association the one giving 

the State director of standards authority to approve or disapprove 

of the type of weighing and measuring devices submitted for examination by a manuPacturer or the examination of which is requested 

by a sealer was enacted into law and becomes effective June 2, 1925. 

The other two bills-one to include certain sealers within the classified civil service and the other defining the term ‘‘ food in package 

form ” in the law relative to the inspection and sale of food-were 

held over by the legislature for consideration at its next session. Mr. 

Mutter also spoke of the close cooperation existing between his association and the State division of standards. 

NEW YORK ASSOCIATION OF SEALERS OF WEIGHTS AND MEASURES 

By H. W. SHERMAN, Sealer of Weights and Measures, Rochester 

Mr. Sherman spoke of the necessity for adequate compensation for 

sealers of weights and measures and of the eEorts of his association 

to this end. He also stated that the association had made strenuous 

but unsuccessful efforts to have a wood law enacted by the last legislature. Mr. Sherman discussed the bread situation and voiced his 

conviction that any bread legislation which does not prohibit the 

sale of nonstandard-weight loaves is practically without value, and 

expressed the hope that suitable bread legislation mould soon be in 

force throughout the United States. 

THE SUPERVISIQN OF WEIGHMASTERS 

By WILLIAM F. CLUETT, Chicf Deputy in spec to^ of Weights and Measures, 

Citu of Chicago, Ill. 

Weights and measures officials charged under the law with enforcing the keeping and use of correct weighing and measuring apparatus by dealers and the delivery of honest quantities are generally trying to improve conditions to the end that the purchaser shall receive 

what he pays for and the dealer shall benefit through the fair competition that his activities insure. It was with this thought in mind 

12 
EIGI-ITEENTH COXFEEEB CE OX WhIGHTS AND MEASURES 13 

that we had a public weighmaster ordinance passed by the city 

council some two years ago. Kow this ordinance, which was upheld 

by our State supreme court, was made not only ineffective and 

worthless, but positively vicious by an opinion rendered by the same 

court in passing on the validity of a different ordinance. I can erhaps, make this more understandable by discussing it in the 'l$ht 

of the two decisions handed down by the Illinois Supreme Court in 

1924, one of them upholding the validity of our public weighmaster 

ordinance, the other declaring invalid that part of the Chicago coal 

ordinance giving the city the right to stop loads of coal in transit 

and require a reweighing if the said loads had been weighed over approved scales by bonded licensed weighmasters. 

The purpose of weights and measures inspections is to insure 

as far as possible correct determination of quantity. Correct apparatus, laws providing for the keeping and use by dealers only 

of legal standards, and requirements that only true weight or 

measure stall be delivered will not alone accomplish this purpose. 

In addition to this there must be inspection, supervision, and control, with power vested in an authorized official to make rules 

and regulations and devise methods to niake the laws effectire and 

to see that the penalties provided are properly enforced. In Chicago 

we have a code of city ordinances that we believe are good and 

comprehensive. These ordinances are backed up by State statutes and by powers granted the city under the cities and villages 

act, which is the charter under which the city functions. In our 

opinion, the weak spot in prosecutions for violations of the city 

ordinances lies in the fact that they are quasi criminal in nature, 

and a defendant convicted under them can be imprisoned only in 

order to enforce the payment of a cash penalty imposed by the 

court. This docs not serre as a deterrent from further violations 

nearly as well as would a sentence of imprisonment or the revocation 

of a license where flagrant or repeated violations are proved. 

Short-weighting in Chicago has been increasing steadily for years, 

clue to a number of causes. First, the department has not a sufficient 

number of inspectors to try out and check up deliveries of dealers as 

often as they should be checked, which in itself would go a long way 

to stop the practice. Second. the courts, in our opinion, deal too 

lcniently with riolators. And. last, there is the ever-present cause 

covered by the word " politics." 

Because of short-weighting. the use of padded weight tickets, the 

mixing of an inferior grade of coal with coal of a superior grade or 

quality, together with its attendant price-cutting and unfair-competition features, conditions finally reached the stage where the dealers 

themselves protested and demanded that the city give them protection in order that they mighii be able to continue in business without 

the necessity of resorting to the same dishonest practices they complained of. It was because of this protest that the public-weighmaster ordinance was drafted and passed. We already had ordinances 

governing the sale and delivery of commodities in wagonload lots 

and for quantities less than wagonload lots,. with penalties provided 

in the way of fines for selling and delivering a less quantity than 

that represented, but these provisions did not accomplish the purpose intended. The State supreme court had decided that the city 
14 BUREAU OF STANDARDS 

lacked the power to license certain lines of business when this was 

apparently for the purpose of bringing in revenue, one of these 

being coal dealers. It did have the power under section 91 of the 

cities and villages act to tax, license, and regulate public scales 

among other businesses, so this gave the city the opportunity to draw 

up an ordinance covering the sale and delivery of commodities with 

a penalty provision for short weight with a kick to it, and the revocation of license in addition to an cash penalty that might be imposed 

The ordinance provides that any person, firm, or corporation owning 

scales suitable for weighing may become a public weighmaster upon 

furnishing a bond of $2,000 and paying a license fee of $20 per annum. Public weighmasters are authorized to appoint all necessary 

deputy weighmastere who are required to furnish a bond of $2,000 

and pay an annual license fee of $10. Each public weighmaster appointing any deputy weighmaster shall be answerable for any and 

all acts of such deputy weighmaster in connection with the weighing 

of any commodity over the scale of such weighmaster, provided that 

such responsibility on the part of the public weighmaster shall not 

relieve the deputy weighmaster of liability for his own acts. The 

ordinance provides that every load lot of commodity, produce, article, or articles of merchandise sold in load lot, by weight, delivered 

by wagon, truck, or other vehicle within the city, shall be weighed 

by a public weighmaster, and a certificate of weight for each such 

load, issued by such public weighmaster, shall be delivered to the 

purchaser or consignee of such load, or to his or their agent, at the 

time of delivery and before any of the load is removed from the 

vehicle. If no person is present to receive the weight certificate it 

shall be posted conspicuously at the place of delivery before any of 

the commodity is removed from the vehicle. There are a number of 

other requirements set forth in different sections of the ordinance, 

including a section authorizing a weighmaster to weigh his own 

commodities, which reads as follows : 

Nothing contained in this article shall be construed to prevent any person, 

firm, or corporation engaged in the business of selling any commodity, produce, or article of merchandise which is ordinarily delivered by wagon, truck, or other vehicle, from becoming public weighmasters and appointing deputy 

weighmasters to weigh the commodity, produce, or article of merchandise being 

sold and delivered by such person, firm, or corporation; and any weight certificate issued by such person, firm, or corporation, or the deputies appointed by same, covering commodities sold by such person, firm, or corporation, shall be of the same effect as the weight certificate issued by any other 

public weighmaster. 

This privilege is admittedly very liberal, but it was necessary. 

The ideal way would have been for the city to own the scales and 

appoint weighmasters as city employees to do the weighing, but 

when you consider that the area of Chicago is approximately 200 

square miles, with thousands of dealers and tens of thousands of 

loads weighed and delivered daily, it can be seen that the cost of 

locations, scales, and equipment that would be necessary would be 

prohibitive. There also are comparatively few persons owning 

scales suitable for weighing load lots of commodities who are engaged in no other business than that of doing weighing for the 

public, and they are, in the majority of instances, so far removed 

for short-weighting or issuing P alse or fraudulent weight certificates. 
EIGHTEENT’H CONFERENCE ON WEIGHTS AND MEASURES 15 

from the yard or business place of the sellers tha,t it would be held 

to be unreasonable to require a dealer to send his empty vehicle to 

their scale to have the tare weight ascertained and then have it go 

back to the dealer’s yard for the load to be put on and return it to 

the public weighmaster’s scale to obtain the gross weight in order 

that the net weight could be ascertained before the load could be 

delivered. These various angles were all considered before drafting 

the ordinance. It was believed that with the city having the right 

to reweigh and revoke licenses for cause a method had been devised 

that would reduce short weighing to a minimum. The ordinance 

was passed, and the department withheld its enforcement for four 

months in order to give the dealers ample time in which to comply 

with the requirements. We no sooner started to enforce the ordinance than a bill of injunction was asked for by about 120 dealers, 

consisting mostly of building material and ice dealers, with a few 

coal dealers mixed in claiming the ordinance was invalid, unreasonable, and unenforcable. The circuit court granted a temporary 

restraining order, with the understanding that a test case would 

be tried out in the municipal court, and that a final decision would 

be given based upon the ultimate outcome of that case. This test 

case was brought, and the city was loyally supported in its endeavor to uphold the validity of the ordinance by a large majority 

of the dealers, while the small number who had obtained the temporary injunction in the circuit court as strenuously opposed it. 

The city lost the decision in the municipal court and appealed direct 

to the supreme court of the State. That tribunal handed down its 

decision in the April, 1924, term of court. It reversed the finding 

of the municipal court and assessed a penalty of $25 and all of the 

costs against the company, saying that as this was an agreed case 

in which all of the contentions of the parties involved were tried 

out in the lower court there was no necessity of remanding it back 

for a new trial. The decision, in our opinion, was clear-cut and the 

matter was handled in a comprehensive manner by the court. 

The court said, in part, that 

* * * The ordinance was designed to protect the public against what 

has been universally regarded as a widespread evil in the selling of commodities in load lot by weight, and it contained effective means for the prevention of the evil * * *. The purpose of the ordinance was most com- mendable and essential to secure to the purchaser the weight of the com- modity purchased and paid for, but a defense was interposed at the trial on the ground that the city had no power either expressed, necessarily implied, or essential to the purpose of the corporation, to pass the ordinance. 

The powers of the city council are enumerated in article 5 of the cities and 

villages act, and among them are the following : 

Fifty-fourth.-To regulate the inspection, weighing and measuring 

of brick, lumber, firewood, coal, hay, and any article of merchandise. 

Fifty-fifth.-To provide for the inspection and sealing of weights 

and measures. Fifty-sixth.--To enforce the keeping and use of proper weights and measures by vendors. 

Sixty-sixth.-To regulate the police of the city or village and pass or enforce all necessary police ordinances. 

Ninety-first.-To tax, license, and regulate, * * * public scales, 

etc. 

One hundredth.-To pass all ordinances, rules, and make all regulations, proper or necessary, to carry into effect the powers granted to 

cities or villages, with such fines or penalties as the city council or 
16 BUREAU OF STANDARDS 

board of truslees shall deem proper, provided no fine or penalty shall 

exceed $200, and no imprisonment shall exceed six months for one 

offense. 

The appellee would limit the meaning of these sections by confining the 

word “regulate” to governing by rule and directing or managing according 

to certain standards or laws, and contends that the word does not include 

authority to provide that commodities shall be weighed by a public weighmaster appointed by the city. 

The power conferred, as applied to commodities soId in load lots by weight, ran not be so restricted. The commodity sold and paid for by weight is 

necessarily weighed, and the authority is not merely to create a mental 

state in the seller or rule or rcgulntion that he shall give honest weight, 

but it includes supervision, oversight, control, and prescribing methods to secure the intended result. It is admitted that the city could legislate by 

making rules and prescribing methods for weighing conimodities sold by 

weight, but if there were no power to provide for the veighing of the com- modity, making rules without superintendence or control n-ould be ineffective 

and worthless. The ordinance is limited to purchases in load lots, not as loads but by weight. The power to regulate necessarily includes the power 

to make the regulation effective and to provide for methods of weighing which 

will secure truthful weights. The method provided for such regulation is 

the appointment of a weighmaster required to give a bond and pay a small 

fee instead of the weighing being done by the seller, without the knowledge or supervision of anyone or any method of ascertaining whether the scales are correct or the weighing honest. There is no legal objection to the 

ordinance. 

The department felt greatly elated and beliered that effective 

means had been placed in its hands to reduce short-weighting to 

a minimum, when, like a bolt from a clear sky, the supreme court 

handed down a decision in the June term wherein it declared a 

part of sections 986 and 987 of the Chicago code, the coal ordinance, 

giving the inspector of weights and measures the right to stop loads 

of coal in transit and demand a reweighing in order that the weight 

shown on the delivery ticket might be verified, to be invalid if the 

original weighing had been done over approved scales by bonded, 

licensed weighmasters. This right was assumed to be so necessary 

and logical on the part of the city to insure the delivery of honest 

weight, the legal right to do so being backed up not only by the 

cities and villages act but by the State statutes as well, that the 

city did not consider it necessary to be represented in court when the 

oral argument came up, especially in view of the opinion rendered 

by the same court in the public weighmaster case. The arguments 

advanced by defendant’s counsel against the reasonableness and 

validity of the reweighing clause of the ordidance apparently gave 

the court a most peculiar viewpoint. 

Briefly, section 986 provides that any person, firm, or corporation 

engaged in the business of selling coal in the city of Chicago shall 

provide the driver of the magon or conveyance with a delivery ticket, 

showing the name and address of the seller and buyer, the name or 

kind of commodity, and the gross, tare, and net weights, this ticket 

to be delivered by the driver or person in charge of the conveyance 

to the purchaser or his agent at the time of the delivery of the fuel 

and before any of it is removed from the wagon, or to the inspector 

of weights and measures or any of his deputies upon demand. It 

provides that upon the demand of the purchaser or his representative, or of the inspector of weights and measures or any of his 

deputies, that the weights shown on the delivery ticket be verified, 

it shall be the duty of the driver, or the person, firm, or corporation 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 17 

delivering such fuel, to proceed to some scale selected by them in the 

particular locality where the delivery is to be made and there weigh 

the load, etc. It further provides that if the party making the delivery is not satisfied with the weight shown on this scale it shall be 

the duty of the purchaser or his representative, or of the inspector of 

weights and measures or any of his deputies, to go with them to some 

other scale in the particular locality where the delivery is to be 

made and permit the weighing to be done. 

The court said, in part: 

Appellant contends that the State has not delegated to the city of Chicago 

the power to pass the ordinance in question; that the ordinance is unconstitutional in that it authorizes the inspector of weights and measures to seize the 

employees and equipment of coal dealers without a warrant and without reason to suspect that an offense has been committed ; and that the ordinance is vague 

and uncertain in its terms and unreasonable and burdensome in its provisions. Appellee meets these contentions with the claim that the act of 1921 

in relation to weights and measures has expressly conferred upon cities the 

power to pass this ordinance ; and, furthermore, that it has the general power 

to regulate the inspection and weighing of commodities under items 54, 56, and 

G6 of section 1, article 5, of the cities and villages act. The purpose of the act 

in relation to weights and measures is to secure uniform and accurate standards and protect the public from false weights and measurements by compelling the use of approved standards. In order to carry out the purpose of the 

act, it provides for inspection of the instrumentalities used in weighing and 

measuring commodities. 

The court then quotes section 7 of the weights and measures act, 

which gives power to and prescribes the duty of the officers who are 

to enforce the act, and says: 

It is upon this section that appellee relies for its authority to require the 

dealer to comply with the demand of the inspector to reweigh his load, so that 

the weight shown by the delivery ticket may be verified. The section is poorly 

drafted, and the intent of the legislature is awkwardly expressed; but when 

the whole act is read it is clear that no such authority is expressly given. 

Stripped of unnecessary verbiage, section 7 simply gives the inspector the au- thority to test the instrumentalities of weighing and measuring, and if these 

instrumentalities are being used by a dealer selling from a wagon he may re- quire the dealer to go to a convenient place for the purpose of making the 

proper tests. If the goods are being sold by the package, bottle, basket, spool, or other measure designating a specific amount, and it is represented that such 

packagp, bottle, basket, or spool contains a certain number of pounds, pints, 

pecks, or yards, as the case may be, then the inspector is given authority to 

take one of said packages, bottles, baskets, or spools and test the same to determine whether it contains the amount represented. At no place in the statute 

is the authority given to direct the reweighing of a load of coal which has been 

weighed by a person authorized to do the weighing on an approved scale. * * * While a city has under its general charter power to enact ordinances 

of a regulatory nature, authority to pass all necessary police ordinances to 

carry into effect these regulations, such regulatory ordinances must be reasonable and must not unnecessarily contravene the natural rights of individuals 

affected by them. Under the guise of police regulations the personal rights or liberties of citizens can not be arbitrarily invaded. In order to hold valid an ordinance of a regulatory nature, enacted under the general charter powers, 

the court must be able to see that the ordinance tends in some degree toward 

the prevention of an offense or the presemation of public health, morals, 

safety, or welfare. If, under the guise of protecting the public interests, the 

ordinance arbitrarily interferes with private business and imposes unusual and 

unnecessarily restrictive regulations upon lawful occupations it is void. 

The court then winds up its opinion in the following amazing conclusions : 

The ordinances of the city of Chicago provide for the testing of all scales 

used for weighing coal and provide €or the weighing of the coal by licensed 
18 BUREAU OF STANDARDS 

weighmasters and require that the true weights be shown upon a delivery 

slip. All of these regulations have been held to he reasonable and a proper 

exercise of the police power. Under these ordinances the only way for the 

coal dealer to cheat his customers is to steal coal from the wagon after it has 

been weighed. This he could not do unless he entered into a conspiracy with 

his drivers. The regulation in question is inquisitorial in its nature and is 

designed to secure evidence of crime. The likelihood of a dealer entering 

into a conspiracy with his drivers to steal his customers’ coal is so remote 

that the regulation can not be sustained on that ground, nor can it be sustained on the ground that it furnishes a means of testing the honesty of the 

public weighmasters. The regulation is entirely foreign to the subject of 

providing and maintaining accurate standards of weights and measures. It authorizes interference with the orderly conduct of a lawful business 

where there is no reasonable ground for suspecting that the law is being 

violated or the public welfare threatened. It is an abridgment of the privileges and immunities of the citizen without any legal justification and is 

therefore void. 

The court by its decision has taken from the cities and villages 

of Illinois power to employ the only conceivable means of detecting 

shortweights in the retail coal business and has rendered the city 

of Chicago helpless to obtain the benefits of its weighmaster’s 

ordinance. 

The means of detecting short-weighing provided by the ordinance-that is, reweighing near the point 0.f delivery-is the only 

means yet devised for detecting short-weighing in the sale of commodities sold, like coal, in road lots by weight. A deficiency of 

weight in a load of coal, unless so great that no cheater in his right 

senses would hazard it, is not visible to the naked eye, even if the 

pretended weight be known by inspection of the delivery ticket. The only way to detect a deficiency is to reweigh the coal. The 

customer can not reweigh the coal either before or after it has 

been dumped into his bins; he has no scales suitable for the purpose. 

A city, with millions of customers and thousands of dealers and 

countless loads of commodities being sold and delivered, can not own 

its own scales and employ and pay for weighmasters out of its own 

pocket and require all weighing to be done by them. The cost 

would be prohibitive. Trucks used for the delivery of coal are of 

standard capacities. A &ton or a 10-ton truck is frequently and 

legitimately used to deliver a 1-ton or a 2-ton order. There is, 

therefore, never anything unusual or suspicious about the load or 

the driver. 

The inspector is never notified by the dealer that he will send 

out a short-weight load. The truck is never marked that it contains a short-weight load nor does the driver advertise it. 

The delivery ticket or certificate means nothing unless verified, 

since a deficiency is not visible. The notorious practice of shortweighters of providing their drivers with duplicate tickets, one 

showing the true and the other the “padded weight,” can not be 

circumvented except by reweighing when the driver is about to hand 

the ‘‘ padded weight ” to the customer. Short-weighting is nearly 

always accomplished by a deficient weight accompanied by a 

padded weight ” ticket or certificate; none of the coal is taken off 

after weighing through any conspiracy between employer and driver 

or otherwise. The shortage was never put on the vehicle, 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 19 

Forcing the dealer to employ the most accurate scales and subjecting them to frequenh inspection and testing are of no avail. 

The accuracy of the scale does not guarantee the honesty of the 

weight record. Short-weighters do not rely on inaccurate scales, 

but, instead, use the most accurate and approved ones. They rely 

on false tickets and certificates. 

The weighmaster ordinance does not create public officials in any 

strict sense of the word. Under its provisions any coal dealer may 

obtain, and the majority of them already have obtained, licenses 

and may and do certify deliveries from their own yards to their 

own customers. In other worils, the same people are weighing and 

certifying to their own deliveries on the same scales as before the 

ordinance was enacted. The main purpose and chief benefit of the 

weighmaster ordinance lies in the power of the city to revoke 

licenses to persons detected in habitual short-weighting and to refuse 

to issue licenses to such persons, so that they will have to have their 

deliveries certified by honest meighmasters. Before the city can 

revoke or refuse a weighmaster’s license, however, it must detect 

the short-weighter. This it can not do without an ordinance such 

as the one involved in the instant case. The instant ordinance and 

the weighmaster ordinance do not overlap. They are supplemental. 

The one is to enable the city, by a reasonable method of inspection, 

to detect short-weighters ; the other is to prevent short-weighters 

who have been detected and convicted from continuing their insiclious frauds upon the public. 

A coal dealer, even though he has a weighmaster’s license, may 

cheat his customers in the same w?y as before; instead of a “ padded ” delivery ticket he now furnishes a “ padded ” weighmaster’s certificate and sends it oiat with a deficient load, together with 

thc customary ‘6 cluplicate ” to be used if approached by an inspector. 

There has never been any trouble from “a dealer entering into a 

conspiracy with his drivers to steal his customer’s coal ”; that is not 

only not the only way for a coal dealer to cheat his customers but it 

is not even a way which short-weighters, either before or after the 

enactment of any of the ordinances, ever availed themselves of to 

any extent. Under the decision of the court it will never be necessary for the dealer to enter into any conspiracy with his drivers to 

cheat his customers. All the dealer need do is to become a public 

weighmaster, and his weights can not be questioned. It woulCX be 

futile to “ require that the true weights be shown upon a delivery 

slip ” if the city is prevented from making the only investigation it 

conceivably can make to determine whether the weights are truly 

shown. 

If my interpretation of the meaning of the law is correct, the 

court misapprehended the proper construction of the act in relation 

to weights and measiires in holding that “ at no place in the statute 

[the act in relation to weights and measures] is the authority given 

to direct the reweighing of a load of coal which has bezn weighed 

by a person authorized to do the weighing on an approved scale.” 

The following certainly seems to authorize the city inspector to 

reweigh a load of coal: “He [the inspector or other oflicial] shall 

have the power and shall from time to time weigh or measure and 

66436”-2- 
20 BUREAU OF STANDARDS 

inspect * * * amounts of commodities of whatsoever kind for 

the purpose of sale, offered or exposed for sale, or sold or in the 

process of delivery in order to determine whether the same contain 

the amounts represented. * * * He may, for the purpose above 

mentioned, and in the general performance of his official duties 

* * * stop any vendor, peddler, junk dealer, coal wagon, ice 

wagon, delivery wagon, or any person whatsoever and require him, 

if necessary, to proceed to some place which the Director of Trade 

and Commerce [or the inspector of weights and measures] may 

specify, for the purpose of making the proper tests.” What could 

the legislature have said? 

All of the foregoing reasons, with many others, pointing out the 

power of the city to enact the ordinance, backed up by many citations of court decisions, were presented to the court by the city in 

its petition for a rehearing. I regret to say the petition was denied. 

The consequences to the regulation of the weighing of commodities 

sold in load lots, by weight, is nothing short of calamitous. The 

court by its decision has legalized cheating in load-lot deliveries. 

Honesty can not be legislated into a person. Bonding and licensing a person authorizing him to do certain things, with penalties 

prescribed for not doing them, and then prohibiting the ones accepting the bond and issuing the license from using the only conceivable method of checking LIP in order to see whether or not 

the licensee is complying v7ith the terms for which the license was 

granted and enforcing the penalty if not doing so, is not farcical 

but tragical in matters of this kind. The department temporarily 

stopped reweighing load lots of coal where the load was accompanied by a public weighmaster’s certificate. However, complaints 

of price cutting and short weighting became so numerous that we 

started out again the first of the year to stop and reweigh whether 

the load was accompanied by a public weighmaster’s certificate or 

not. We found but two companies who refused to permit us to 

reweigh, and we did not insist with them. TITe simply started a suit 

in court charging them with interfering with the inspector of 

weights and measures in the performance of his duty by refusing 

to weigh in order that he might ascertain the correct net weight. 

Out of 20 cases of short-weight coal deliveries, reweighed by deputy 

inspectors during the first three weeks in January, 12 of the loads 

were accompanied by public weighmaster’s certificates. Shortages 

on these loads ran from 200 to 1,200 pounds each. One of these 

cases has been selected to be tried out and a record made to be 

taken up to the State supreme court, and we trust that on a new 

record of facts we will be able to convince the court that the city 

not only has the power to pass ordinances authorizing the reweighing of commodities sold in load lots, by weight, whether weighed 

by a public or private weighmaster, but that It is the duty of the 

city to do so in order to protect the purchaser. 

In the meantime the department has had two forms of amendments to the present public-weighmaster ordinance drafted by the 

corporation counsel. One of the amendments provides that before 

the city shall issue a license for a public or deputy weighmaster he 

shall sign an agreement, which shall be plainly printed on the license 

application, to the effect that the weights and measures official and the 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 21 

purchaser are given the specific right to reweigh or cause to be reweighed any load lot of commodity in which the licensee is directly 

or indirectly interested and which has been weighed by him as a public weighmaster. The other form prohibits any dealer from issuing 

a public weighmaster‘s certificate for any load lot of commoclity of 

which he is the seller or in the sale of which he is interestecl directly 

or indirectly. The department intends to employ every means 

possible to get the authority tQ reweigh load lots of conlmodities 

sold by weight and will be guided along the course by conditions 

as they come up. 

DISCUSSION OF ABOVE PAPER 

The CEIAIRMAN. The paper is before the conference for discussion or consideration. 

Mr. S\Vl<CENEY. I would like to ask Rlr. Cluett whether the court 

did not rule that the Legislature of the State of Illinois could pass 

such an act but that it could not be accomp!ished by orclinance. 

Mr. Cm”. The matter of regulation of weighmasters is in an 

ordinance passed under authority of the State legislature; the power 

to reweigh is contained in the State stutute on weights and measures. 

The supreme court did not deny the power of the city of Chicago 

to pass such an ordinance, but they clecitlecl there was no right to reweigh if the load had been weighed originally by a bonded weighniaster. 

Mr. EGAN. I would like to ask Mr. Cluett whether the two forins of 

amendments that have been drafted will correct the evil. 

Mr. CLUETT. We tliinlr so. 

It certainly is a very interesting case. 

MEETING TEE PROBLEN OF PEDDLERS AND TRANSIENT VENDORS 

By JAMES A. SWEENEY, Bealer of Weights and Hensul’es, City of Boston, Mass. 

Mr. Chairman and fellow delegates, it is a great pleasure for me, 

as the sealer of the largest city in Massachusetts, to be here today 

as a delegate to this the Eighteenth Annual Conference on Weights 

and Measures. I cleern it a distinctive honor to have been assigned a 

place on your program, yet I can not fail to realize that the subject 

upon which I shall speak is one that could have been treated far 

more ably by a representative from the division of standards of 

Massachusetts, considering the fact that it is principally through 

that department that all licenses issued to transient vendors and 

hawkers and peddlers are granted. 

In Massachusetts today we have placed safeguards around the 

purchasing public and honest merchant alike by vesting control of 

hawkers and peddlers and transient T-endors in the director of standards of our State, through whom, aided in places by local sealers of 

ureights and measures, splendid results have been obtained and abuses 

and transgressions have been minimized. 

In early colonial days the people of the Massachusetts Bay Colony 

riewed with suspicion the hawker, the peddler, and petty chapnian, 

and legislation in that early period of our State was enacted more or 

less drastically concerning them. h statute enacted in 1846 repealed 

earlier statutes that had been in operation and required every 
22 BUREAU OF STANDARDS 

hawker, peddler, or petty chapman, with certain exceptions, to obtain 

a license. 

Under the provisions of law now in operation in Massachusetts 

a hawker and peddler is defined by statute in the following inaiiner : 

Except as hereinafter expressly provided, the terms ‘‘ hawker ’’ 2nd “ped- dler ” as used in this chapter shall mean and include any person, either principal or agent, who goes from town to town, or €rom place to place in the same town, selling or bartering or carrying for sale or barter, or exposing 

for sale any goods, wares, or merchandise either on foot, on or from any animal or vehicle. 

Five classes of hawkers’ and peddlers’ licenses are issued by the 

director of standards. They are known as “ special town,” ‘‘ special 

city,” “ special State,” “ special county,” and “ disabled veteran’s.” 

A special State license costs the licensee $50 and entitles him to 

sell or barter, in any city or town, any fish, fruit, vegetables, or 

other goods, with a few exceptions. A special county license entitles the licensee to peddle in the county named only such articles 

as are manufactured by himself or his employer, and the fee paid 

depends upon the population of the county in question. A special 

town or special city license carries with it the same privileges as 

a State license, but the holder is limited to operate only in the city 

or town for which the license is issued. The fee charged is based on 

the population of the town. A disabled veteran’s license requires 

the payment of no fee and is granted to any resident of the Gommonwealth who served in the Army or Kavy of the United States 

in the World War, who received an honorable discharge therefrom, 

and who is disabled by reason of such service. The law also permits 

the sale without a license of certain specified articles, such as books, 

newspapers, provisions, etc. 

The aldermen or selectmen of cities or towns may make regulations, not inconsistent with existing statute laws, governing hawkers 

and peddlers without the payment of any fee; they are also perIJlik6d to require hawkers and peddlers of fish, fruit, and vegetables 

to be licensed, provided they are not licensed by the State director. 

In other words, a person licensed by local authority as a hawker 

or peddler need not be licensed by the director of standards. 

A special State, special city, or special town license is transferable 

through the director upon evidence furnished by the applicant like 

that required for granting a license. A licensee is required to produce his license for inspection whenever demanded by proper authority, and failure on his part to do so subjects him to the same 

penalty as if he had no license. Each foot peddler is required to 

wear a badge, and each pack or parcel or vehicle used in hawking 

or peddling shall have upon it a plate or tag bearing the number 

of the license, the word “ peddler,” and such other information as the 

director may deem necessary. The director of standards may revoke any license granted by him to a hawker or peddler upon the 

conviction of the licensee for any crime which, in the judgment of 

the director, warrants such revocation. 

The law also requires the court authorities to notify the director 

of any conviction of a licensee. Under the general provisions of the 

law a penalty of not more than $1,000 is provided for counterfeiting 

a license, and the same penalty applies for attempting to sell under 

a license which has expired, or which has been revoked or canceled. 
EIGHTEENTB CONFERENCE ON WEIGHTS AND MEASURES 23 

That the legislative act of 1915 was a move in the right direction 

is clearly demonstrated by the following comparison of revenues 

derired. The average yearly income derived by the State from 

hawkers’ and peddlers’ licenses during the last five years it was 

under the control of the secretary of state amounted to $12,947. In 

lW4 a total of $88,652 was received, representing the issuance of 

3,005 licenses by the director of standards. 

The statutory definition of a transient vendor in Massachusetts is 

as follows: 

“ TransienL vendor ” for the purposes of this chapter shall mean and include 

any person, either principal or agent, mho engages in a temporary or transient 

bu4aew in the Commonwealth, either in one locality or in traveling from place to place, selling goods, wares, or merchandise. “ Temporary or transient business ” for the purposes of this chapter shall mean and include any exhibition and sale of goods, wares, or merchandise which is 

cerried on in any tent, booth, building, or other structure, unless such place 

is open for business during usual business hours for a period of at least nine 

months in each year. 

Legislation affecting itinerant vendors, as they were then termed, mas 

first enacted in 1890, the power to license them being vested in the 

secretary of state. Unfortunately, however, no means were provided for the enforcement of the act, with the result that permanent 

(Lealers in nearly all of the populous communities of the State were 

compelled to meet competition from large niumbers of this class of 

traders, who received all benefits of protection from the fire, police, 

and other public departments without bearing any share of the 

expense of maintenance. 

It became apparent that conditions existing were not due to lack 

of law but to lack of enforcement. The matter finally began to 

receive the attention of the various chambers of commerce, with the 

result that, acting in conjunction with the State department of 

weights and measixres, the law was amended in 1916, transferring 

the duties formerly devolving upon the secretary of state to the 

director of standards. Provisions were made for enforcement by 

the director and inspectors of standards, local sealers of weights and 

measures, constables, and police oficers. ‘Fhc wisdom of this legislative act finds full expression in the fact that while only three itincrant vendors’ license? wcre issued in 1915, 348 licenses were issued 

to transient vendors in the fiscal year 1924. 

In enacting the statute relative to transient vendors due consideration TT~S given to all persons engaged in a permanent biisjness, 

and every precaution was taken to encourage rather than to discourage all legitimate business enterprises. Consequently, the law does 

not affect sales macle by commercial travelers nor bona fide sales at 

wholesale by sample for future dcliyery, nor sales of merchandise by 

tin:; person, even though he is engaged in a temporary or transient 

business in any town, provided taxes Ba~c been assessed on his stock 

of trade. 

Before commencing business every transient vendor must secure a 

license from the director of standards and must deposit $500 or give 

a bond in like sum payable to the director and his SIIccessors. Tlie 

license authorizes but one person to sell goods under it, but allows 

the licensee to have assistants who may aid him in the conduct of 

The problem of transient vendors is one of long standing. 
24 BUREAU OF STANDARDS 

business. Adequate provision is also made to insure the payment to 

the city or town of the proper local taxes on the stock of the vendor. 

Detailed requirements also exist in relation to bankrupt sales, fire 

sales, etc., in order to insure the genuineness of such sales. Heavy 

penalties are provided for making false statements in respect to 

license applications and for other violations of the lam. 

The deposit of $500 or the bond is subject to attachment and esecution in behalf of a creditor of the licensee, whose claim arises in 

connection with business done under the State license and is also subject to the payment of all fines or penalties incurred by the licensee 

through the violation of any provisions of the law relating to transient vendors. 

The director holds the special deposit for 60 days after the expiration or surrender of the license or after an affidavit of its loss has 

been filed. After satisfying all claims made upon the same under the 

provisions of the law he returns the balance to the licensee. 

Finally, I might say that any person who applies for a license 

must declare that he is a citizen of the United States or else that he 

has declared his intention to become one. 

Under the law as it is now operated in Massachusetts we have 

several splendid results. It is almost impossible in the whole State 

of Massachusetts to find anyone selling any goods, such as I have 

described, without a license. The State receives $88,632 from State 

licenses, and that does not include the revenue from local licenses. 

We have about 2,000 peddlers in the city of Boston that sell ice and 

coal and wood. 

If in your States you clo not hare statutes regulating hawkers and 

peddlers and transient vendors, it might be a good idea for you to 

get a copy of that 1aT. This line of work broadens your general 

field of endeavor, and as a general rule is looked upon as rery 

beneficial for the general public. It prevents a transient vendor 

froin obtaining a vacant store for a few weeks at a nominal rental, 

doing a tremendous business with a very inferior quality of goods, 

and then leaving, having paid absolutely nothing for the protection 

from fire and the other things that the permanent merchant must pay 

for. Also such vendors often resort to very questionable methods of 

doing business vhich are harmful to the established merchants. 

DISCUSSION OF ABOVE PAPER 

Mr. SCHWARTZ. I appreciate that under these laws you have collected a total of $85,652 a year for the treasury, but what I fail to 

understand is this : What relation has that to the work of a weights 

and measures official? In our State, and I presume in other States, 

the counties and cities handle these matters under a license bureau. 

Mr. EGAN. We have something of the same condition in Connecticut that they had in Mass&usetts. The secretary of state issues 

licenses to itinerant vendors, but I dare say there might be thousands 

who would pay if the licensing was placed in a proper bureau 

like that of the director of standards in Massachusetts. 

Mr. SWEENEY. I want to say, hlr. Chairman, in reply to the 

gentleman from New Jersey, that the importance of the weights 

and measures department is just what you make it. If you take 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 25 

within its scope certain branches or factors that. are intimately 

connected with it, the result is always good. 

Mr. GRIFFITH. Mr. Chairman, I would like to ask what measures 

are taken to test and seal the apparatus used by these vendors. 

Mr, SWEENEY, That is a very good point. The applicant must 

come to the sealer of weights and measures of the town in which 

he intends to do business and make a statcnient in v-hich is specified the type and capacity of scales or measures he intends to use, 

and this is filed by the sealer of weights and measures, and before 

he can get that license he must have them tested. ublic is 

the applicant is conscious of the law, and if found using incorrect 

scales or measures or giving short amounts of commodity he can 

not say it was through ignorance, because everything has been explained to him. 

The 

assured that every peddler is using sealed apparatus. X P oreover, 

REPORT OF COMMITTEE ON SPECIFICATIONS AND TOLERANCES 

ON SPECIFICATIONS AND TOLERANCES FOR VEHICLE TANKS, 

PRESENTED BY F. S. NOLBRQOK, CHAIRMAN 

At the Fourteenth Annual Conference on Weights and Measured, 

held in 1921, the conferen& referred to your committee on specifications and tolerances the general subject of vehicle tanks, with 

the suggestion that the committee investigate the subject as to 

whether or not these tanks should be allowed to be used as measures 

in the distribution of gasoline and fuel oils. 

During the following year the committee gave consideration to 

this question, and at the following conference reported it as its 

opinion that vehicle tanks might safely be allowed to be used 

as measures in the sale of such commodities as are mentioned above 

when properly constructed and supervised. Whereupon the conference instructed your committee to draft a code of specifications 

and tolerances for vehicle tanks. 

During the year that followed your committee did this work 

and at the sixteenth conference reported a proposed code. Upon 

the suggestion of the committee this code was adopted tentatively 

only, in order that criticisms and suggestions could be made by 

interested parties and be given careful consideration by the committee. 

So many criticisms and suggestions were received that it appeared impossible in the time available to produce a code that 

would be reasonably satisfactory to the parties in interest. Therefore, when the subject was considered at the conference held last 

year, your committee recommended that when a reading of the 

code had brought out the various suggestions of those in attendance 

the whole subject be referred back to it for further consideration 

to tlie end that a further attempt be made to get a satisfactory 

settlement. 

Your committee is now able to report that all suggestions made 

have been given careful consideration, and that whenever it seemed 

possible so to do without sacrificing fundamental considerations 

involving the delivery of accurate amounts, specifications and tolerances have been modified to make them more nearly satisfactory. 

The result is shown on the mimeographed document which is now 
26 BUREAU OF STANDARDS 

in your hands, entitled “ Proposed Revised Specifications and Tolerances for Vehicle Tanks (When Used as Measures),” and which is 

made a part of this report. Your committee will state that, in its 

opinion, the code has now been materially improved by the modifications suggested ; that it furnishes protection to the buyer without 

prejudicing the rights of the seller; and that if adopted and enforced conditions in respect to the use of vehicle tanks as measures 

will be very considerably improved. 

The committee desires to make a special comment in relation to 

specification No. 5. While it is felt that the form proposed here is 

satisfactory for present adoption, nevertheless it is the intention 

of the committee further to study this subject of the emptying of 

the tank, in connection with the officials, the manufactures, and the 

industry in general, in an endeavor to determine whether some modification will not be possible which will further standardize the 

manner of emptying these tanks, so that a purchaser from any tank 

will be further assured that when the tank is drawn up to his establishment in any certain manner it will surely drain completely. 

Similar action will be taken in relation to the outlets from comparlments and the branching of pipes. 

The committee desires at this time to acknowledge its especial 

indebtedness to Ralph W. Smith, of the Bureau of Standards, who 

has assisted very materially in the development of this code, and 

to many officials, manufacturers, and members of the industry who 

have made constructive suggestions in this relation. 

(Signed)- F. S. HOLBROOH, Chairman, 

W. F. Cmmr, 

A. IT. SCHWARTZ, 

Committee on Xpecifications and Tolerances. 

DISCUSSION OF ABOVE REPORT 

Mr. HOLBROOK. It might be helpful if I read through the proposed revised specifications and attempt to point out very briefly 

the changes which have been made in the present form over that 

which was formerly adopted. [Reading :] 

PROPOSED REVISED SPECIFICATIONS AND TOLERANCES FOR VEHICLEI TANKS 

(WHEN USED AS MEASURES) 

(Based on those tentatively adopted by the Sixteenth Annual Conference on Weights and Measures, May, 1923.) 

(The committee recommends that the portions of the following material 

which are printed in italics be nonretroactive in application. ) 

NoTE.-The following specifications and tolerances shall apply to vehicle 

tanks and their accessory piping, valves, etc., in those cases in which the 

tanks or the compartments thereof are used or to be used as measures to 

determine the amount of liquid delivered, and such use shall be permitted 

only when these specifications and tolerances are complied with. 

There has been no change in this paragraph. 

If a tank is damaged in any way (as from collision, etc.), or if repairs 

which might in any way affect the accuracy of measurement are made, such 

tank shall not again be used as a measure nntil inspected and, if deemed 

necessary, tested, by the weights and measures official. 

LReading :] 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 27 

There has been no change in this paragraph. 

In determining or checking the capacity of tamks water is recommended as a testing medium. In general, petroleum products are not recommended, be- cause the change in volume due to temperature variations is large, and evaporation during the test may result in serious inaccuracies in the calibration. 

If the conditions are such that the use of a petroleum product seems neces- sary, a neutral oil of high-boiling point should be selected and great care 

exercised to eliminate the inaccuracies mentioned or to recluce them to a minimum . While the wording of this paragraph has been slightly changed, 

the meaning is not essentially different. Formerly it was stated that 

petroleum products should never be used. Now it is stated that 

they ought not to be used but it is recognized this may be necessary 

under certain conditions, in which case there is specified the character of product which should be selected. 

DEFINITION.-A vehicle tank, hereinafter referred to as a “ tank,” shall, for 

the purpose of these specifications and tolerances, mean a container, which may 

or may not be subdivided into two or more compartments, mounted upon a 

wagon or automobile truck and used for the delivery of liquids. The term “ compartment ” shall mean the entire tank whenever the tank is not subdivided; otherwise it shall mean any one of those subdivided portions of the 

tank which is designed to hold liquid. 

The definition is unchanged. 

SPECIFICATIONS.-~. All tanks and all indicators, piping, valves, etc., attached 

thereto and used in connw.2ion therewith, shall be of such design, construction, 

and material that the?! may reasonably be expmtcd to withstand ordinary 

zcsaye without impairnaent of the accuracy of measurement. 

[Reading :] 

[Reading :] 

[Reading :] 

There has been no change in this paragraph. 

Mr. Chairman, it has been our general practice on these specifications to have all comments on a section immediately after the section 

has been read. 

The CHAIRMAN. If that has been the uractice. to comment on sections one at a time, the Chair will rule that that is the procedure. If 

there are any comments in relation to a specification please make them 

when the specification is read. 

There being no discussion on specification No. 1 we will proceed to 

No. 2. 

Mr. HOLBROOK (reading) : 

2. An indicator shall be provided zoithin the fill 3pening of each. compartment, which. shall be located approxinzately midway between the ends of the 

compartment. The indicator shall be so designed that it will clearly, distinctly, 

and unmistakably define tlze height to wl~ ich the eompartn~ent must be filled 

in order to contain its nzarlwd capacity. If this indicator is adjustable, it shall 

be so constructed that it can be sealed in such a manner that its position can not 

be changed without destroying or mutilating the seal. 

This provision is practically the same as the one of last year except for the fact that it is no longer required that the lowest point of 

the indicator define the filling point. 

Ah. ICANZICR. In New York we require that the indicator must be 

at the bottom of the collar in uniformity with all measuring devices 

like a milk can and other types. 

Mr. NOLBROOK (reading) : 

3. The indicator shall be so positioned that, when a compartment is filled 

to the indicator, there toill remain ala expansion space not less than 0.75 per 

cent of the nomirkal capacity of the compartment. 
28 BUREAU OF STANDARDS 

As a result of considerable discussion the committee is satisfied 

that 2 per cent is a much greater space than is actually required in 

practice, and accordingly the specified expansion space has been 

reduced to the figure shown here. In the case of ordinary gasoline 

0.75 per cent will take care of a temperature variation of somewhat 

more than loo, and it is probably unusual for the temperature in a 

tank wagon to change by an amount greater than this. 

Old paragraph 4 has been partially deleted and partially incorporated in No. 2. Old No. 4 read: 

The filler opening of each compartment shall be so positioned as to allow an indicator in this opening to be located as provided in specification No. 2. 

The filler opening shall be of such a size as readily to permit of visual inspection of the bottom of the compartment. 

But it was brought to our attention that the very necessary splash 

plates in the compartment made it practically impossible to have a 

visual inspection of the ends of the compartment in any event, so 

the latter part of the requirement has been dropped. The next paragraph, which was formerly numbered 5, is as follows [reading] : 

4. Each compartment shall be provided with suitable venting means to prevent the formation of air pockets by permitting the escape of air from all 

parts of the compartment designed to be filled with liquid and to permit the 

influx of air to the compartment during the process of delivery. 

That paragraph is unchanged. 

5. Each tank, and all delivery piping attached thereto and used in connec- tion therewith, shall be so desiqned and constructed and shall be so mounted 

upon the vehicle that, when this is standing upon a level surface, complete 

delivery may be made from any compartment through the delivery faucets or 

valves, whether other compartments are full or empty. 

The specification last year required full drainage when the tank 

was standing on any surface making an angle of not more than 5 per 

cent with the horizontal. It is now felt that the specification as 

read is as far as it is advisable to go at the present time, but we 

expect upon further consideration to be able to specify some additional reqnirements which will be reasonable ones both in relation 

to the drainage of the tank and of piping. 

6. When emergency valves, designed to close the discharge outlets from coinpartments, are ~)rovitled, the capacities of such compartments shall be con- strued as including the capacity of the piping leading therefrom, and such 

emergency valves shall always be open when compartments are being filled or their capacities are being checked. 

The former specification exclucled the capacity of such piping, 

since it was considered at that time that the emergency valves would 

hold the liquid up in the compartments. However, the city of Detroit, which €ornierly excluded the piping from the capacity, found 

that the specification mas extremely undesirable due to the fact that 

after the tank was filled the emergency valves would very irequently 

leak, with the result thnt while the full measure would be there the 

level of the liquid would fall below the indicator; also, it seems to 

be a €act that emergency valves are intended to be used for emergency only and are usually closed only when an emergency occurs. 

We are also advised that it is practically impossible to make and 

install these emergency valves so that they will not leak at least a 

[Reading :] 

[Reading:] 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASUBES 29 

little. It therefore appears that the piping should be made a part 

of the capacity, otherwise short measure will almost invariably be 

indicated when the tank arrives at the filling station. 

Mr. FOSTER. Mr. Chairman, is there not a requirement that these 

emergency valves be closed when the vehicle is transporting the 

liquid 1 

Mr. HOLBROOIL We have no testimony to that effect. I know that 

certain companies hare tried to make it necessary to close the emergency valves. Nevertheless, very many of the companies state that 

if they have to open and close these emergency valves every time they 

fill tlie tank and thereafter open and close them at the various stations the valves, which are always inclined to leak, mould be inclined to leak still more rapidly. The practice is, as a rule, to open 

emergency valves and leave them open and require them to be closed 

only Then an accident occurs such that they would be likely to lose 

the liquid in the tank. Mr. Austin may be able to tell something 

about his experience in Detroit. 

Mr. AUSTIN. Rlr. Chairman. the changes that have been made in 

this particular section seem to entirely meet the objections that I 

found to the exclusion of tlie piping as a portion of tlie load. From 

my experience I am fully satisfied with tlie present arrangement of 

this section. 

Rlr. FOSTER. My idea was that the emergency valves were primarily to protect the load in transit in case of accident, and that if 

left open you m70~1ld be likely to lose a goodly portion of the load before you could close the emergency valves. I think they shodd be 

closed during transit, and it has been my contention that they should 

be closed when they are filled. This reverses the purpose of the 

specification that we had previously. 

Rlr. HOLBROOIL Thisspecification, of course, does not hare any 

bearing on whether the valves are open or closed diiring the transportation of the load. There is no objection to closing them after 

the load is on the trucli. There is no stipulation that the emergency 

valres be in one position or another, except that they should bc qen 

at the time the tank is being filled or is being checked. As 1 sugpsted before, the part of the specification which referred to the 

opening or closing of the emergency vd~eseparately or together 

has been dropped out, because under the present form of specification it is no longer necessary. [Reading:] 

7. Each compartnient of a tank shall he plainly and conspicuously inarlred 

with a designatin? letter or figure, and each delivery faucet or valve shall be 

correbpondingly marked to indicate tlie compartment of TT liich It is tlie outlet. 

In addition, the tank shall be plainly and conspicuourly innrkrd to show the 

capticity, to the nearest half :.slloii, of each compartment and sfrclz. l?iUTki/tg Shlcll? iizdicatc, tlznt t7~c capacities given are nzeasured to the indicators procided. This latter marking shall be placed adjaceiat to the faucets or calves. 

There is no change in the character of information required to be 

given to the consumer. The only change macle is in the manner of 

posting this information. Formerly the value of each compartinent 

was required to be labeled upon the compartment itself. It has been 

suggestcd, and it seemed to the committee with much reason, that if 

each compartment bears some letter or figure to differentiate it from 

the other compartments, and if the information as to the capacity of 
30 BUREAU OF STANDARDS 

Gallons ’ Gallons 

175 325 

325 475 475 575 

575 725 725 875 875 975 

975 1,125 

1,125 1,325 

1,325 1,5M) 

_____..... 1 175 

each compartment, similarly identified, is included near the faucets, 

every purpose is served and the buyer is much more likely to see it 

than if it were noted on one side of the tank. [Reading:] 

8. All markings, figures, and graduations required under these specifications 

shall be of such size, design, material, and location and shall be so applied or affixed that they will not tend easily to become obliterated or illegible. 

There is no change in that specification. [Reading :] 

9. All tanks and all devices designed to be attached thereto and used in 

connection therewith shall be of such design and construction that they do 

not facilitate the perpetration of fraud. 

There is no change in that specification. 

Nom, as to tolerancts, the wording of the tolerance paragraph has 

been changed slightly, but the meaning remains substantially unchanged. The tolerance values are the same as those presented last 

year. [Reading :] 

ToLERA”s.-The tolerance to be allowed in excess or deficiency on all 

vehiele tank compartments which are being tested by the weights and meas- ures official for the first time to verify the accuracy of a capacity marked 

thereon by a manufacturer or user, shall be the values shown in the column 

headed “On first test” in the following table. The tolerance to be allowed 

in excess or deEciency on all subsequent tests made by the official to verify the 

accuracy of a marked capacity, shall be the values shown in the column headed 

“On subsequent tc5t.” These tolerances are to be applied to the difference 

between the actual result of the calibration and the marked capacity of the 

compartment. Whenever the result of a calibration indicates that the marked 

capacity of a compartment is not correct within the tolerance to be applied, 

if the capacity of the compartment is adjustable, then the compartment shall 

be remarked in accordance with the provisions of Specification No. 7, or the 

result of the calibration shall be taken as the basis of an adjustment, and the 

adjustment shall be so made that the capacity of the compartment agrees as nearly as may be with such marked capacity; if the capacity of the compartment can not be adjusted to agree with the marked Capacity, then the compartment shall be remarked in accordance with the provisions of Specification 

No. 7. 

Tolerances 

Gallons Gallons 

w w 1 

1 2 

1% 2% 1% 3 1% 3% 2 4 

29; 5 3 6 

The .. CHAIRMAN. ” What is your pleasure in regard to the proposed 

revision ‘I 

Mr. GOODWIN. Blr. President. I want to ask the secretarv if anv 

provision has been made for the retesting of these tanks bfa seal:r 

of weights and measures. 

Mr. HOLBROOK. The sealer of weights and measures, in his own 

particular jurisdiction, under his own regulations can test these 
EIGHTEENTH CONFERENCE ON WEIGI-ITS AXD MEASURES 3 1 

tanks as often as he deems it necessary. This code contemplates an 

original test and subsequent iests from time to time. It properly 

is not a function of a code of specifications to direct how often devices should be calibrated by an official, since this will be handled 

niider rules and regidations promulgated by his o6ce. 

Mr. SWCEXEY. Is not the use of petroleum products as a testing 

medium likely to introduce decided variations ? 

Mi". HOLBROOII. Petroleum products are going to expand or contract depending upon the temperature. The committee recommends 

that water be used as a testing medium. However, it has been 

brought to the attention of the committee, first, that if water is 

introduced in the tank rusting is facilitated, and that rust forming 

on the inside of the tanks will be carried into the tanks of the service 

stations and eventually through their pumps and their meters or 

whatever forin of devices they have, very much to the detriment of 

the pumps and meters. Certainly it is advisable to prevent rust 

in so far as it is poshible to prevent it. Second, the suggestion is 

macle that the whoksde stxtions are usually upon the outskirts of 

the city or outside of the city altogether. It is possible quickly to 

fill the tank with oils or gasoline, but the water supply may bc in 

such a location that it will be very diiticult to fill the tank with 

woter. The committee, then, merely takes the position that water 

is believed to be the preferred testing medium. It is not considered 

that the length of time the miter stands in the tanks, especially if 

t!iey had oil in theiii before, will be such as to cause rusting. Howe\m, iC there is no water at these stations, or if the supply is so 

located that it mould take a very long time to fill the tank, then the 

inspector decides whether he should use water or the oil that is more 

readily available. 

hlr. SWEENEY. In the case of a tank divided into two compartments, each compartincnt holding 600 gallons, suppose the driver 

has rarious deli.\-eries to nialie. How will he determine the amount 

of gas he is delirering from the tank! 

Mr. Ho~nnoos. In that case the committee believes it would be 

neces5ary to meastire by buckets or in some other may. The committee nerer reconimeiicls that the compartment be used as 

a measure except when a full compartment is delivered to one purchaser. If a full compartment is not delivered to one purchaser, 

then the contents drawn should always be measured. 

BZr. SWEEKEY. After a tank has been calibrated as holding, say, 

400 gallons, .-would it be permissible €or a sealer of weights and 

measures to check the capacity by means of a measuring stick? 

Mr. HOLBROOIZ. The committee is not inclined to think that the 

gauge-stick method is a very satisfactory one because it believes 

it is not susceptible of the required degree of accuracy. 

Mr. KAXZER. I do not understand what you mean by the subsequent test, and in regard to the use of gasoline or petroleum products in making the tests I would not know what the temperature 

variation is or what relation that would have to water that might 

be used in the test. 

Mr. HOLBROOK. Answering your second question first, the temperature of the petroleum product makes no difference so long as 

the temperature remains constant during the test. Suppose you 
32 BUREAU OF STANDARDS 

put a petroleum oil in a tank at 70” F. and establish the capacity 

of the tank in terms of that oil at TOo F. and then bucket it out 

in order to find out what the tank holds; if the petroleum oil 

remains at 70” F. no temperature correction need be applied. However, the danger is this: If you take a petroleum product from an 

underground tank you may establish the capacity of the tank in 

terms of that petroleum oil at a temperature of, perhaps, 60” F., 

and as you bucket the oil out in your 5-gallon measure the oil 

may be rising in temperature. As the oil rises in temperature it 

expands, and at the end of your calibration you will have measured 

out a greater number of gallons than the tank actually holds, due 

to the expansion of the oil as a result of the temperature rise. Such 

a calibration will, of course, be in error. Even when using water, 

if its temperature changes in the tank during the measuring operation, then it is true that you will have an error on account of the 

expansion of the water; but gasoline and all petroleum oils have 

such a large expansion per degree of temperature change as compared with water that a very much more nearly correct result 

will be obtained, as a rule, if water is used. It can always be borne 

in mind that when the supply of testing liquid, the outside atmosphere, and the vehicle tank are at the same tcmperature, petroleum 

oil or water may result in an equally satisfactory test, but if you 

use petroleum products you must pay much more attention to the 

temperature conditions. Also, gasoline evaporates so very rapidly 

that if this is employed, while you are checking out the capacity 

of the tank an appreciable amount of it may go off into the atmosphere, and it would be virtually impossible to determine the 

anionnt of this loss. 

As to your other question, the “ first test ” is the test made by the 

official to establish the capacity of a compartment or tank. On that 

first test the labels-that is, the capacities marked on the tank by 

the m.anufacturer-are verified. The official measures the tank as 

accurately as possible, and if it comes within the tolerance specified 

for the “ first test ” the manufacturer’s calibration is left unchansed. 

Xow, when the official checks that tank on a subsequent test slight 

variations are bound to occur, and the tank may change very slightly 

in the meantime also. There is a certain dificulty in changing the 

calibration of a tank after it is established, and to some extent it 

is objectionable to change the labeled capacity every six months or 

every year. Therefore on the first test a certain tolerance is allowed; on any subsequent test a double tolerance is allowed for the 

same reason that a double tolerance is allowed on a scale after it has 

been in use, so that slight changes can occur without destroying the 

calibration. However, as soon as the error amounts to more than the 

values given in the second column under “Tolerance,” when the 

tanks or compartments are retested, the stenciling or marking of the 

capacity is required to be changed in accordance with the results 

Rlr. GOODWIN. Has the committee considered any other process of 

measurement in connection with vehicle tank deliveries ? 

Mr. HOLBROOK. Yes. The committee considers that under proper 

conditions the tank or compartments can be used as a measure or 

measures in delivering commodity from the tank; they also have had 

in mind the fact that gauge sticks are sometimes used in establishing 

found. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 33 

the contents of a tank partly full of liquid, but the committee does 

not consider this method a proper one. Another method is bucketing; the hose delivery is much more rapid than bucketing, and our 

in-estigations are to the effect that if these tanks are properly safeguarded their use as measures will give results equally as accurate 

as will ordinarily be obtained by the bucket method. If you will 

consult the record of the Fifteenth Annual Conference on Weights 

and Measures, you will find a very comprehensive report in regard to 

these various methods. 

Mr. GOODWIN. Has the committee ever considered the use of the 

meter for the purpose of delivering the product to the consumer 9 

Mr. HOLBROOIL The committee has in mind that meters are sometimes used but is not prepared to say what accuracy is ordinarily 

obtained in practice by this method. 

Mr. GOODWIN. At the time this question came before the former 

conference I took it up with a manufacturer of meters and asked 

if it. was possible to make a meter for that purpose, and they informed me they could do so. 

Jlr. HOLEROOK. The use of meters in measuriiq gasolines ant? 

oils from vehicle tanks to the service stations selling oils and gasolines is a common method of delivery in some localities. In regard 

Mr. PRINGLE. In my territory there are 28 refineries, and these 

refineries run from 2 to 20 wagons. A meter mas used in filling 

the tank wagons, and it was found that on a given wagon there 

were discrepancies ranging from 312 to 337 gallons. ‘Fhe refinery 

people called me, and I measured three times with oil and gasoline, 

and with gasoline I will say we could not measure accurately. The 

iesult of my investigation was that the wagon would hold 325 gallons, and the refinery people have decided that they will use thc 

wagon as 325 gallons without regard to the meter. 

Mr. FOSTER. I move that the specifications and tolerances for 

vehicle tanks be finally adopted. 

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

was agreed to.) 

to the accuracy obtained we have no inform 2. 1’ 1011. 

APPOINTMENT OF COMXITTEES 

The CHAIRMAN. At this time I will announce two coininittees 

which it is the chairman’s duty to appoint in connection with this 

conference, as follows: 

Resolutions : 

George Warner, of Wisconsin, chairman. 

H. N. Davis, of Vermont. 

L. R. Travers, of Virginia. 

John W. Worden, of Highland Park, Mich. 

M. W. Sherman, of Rochester, N. Y. 

W. F. CJuett, of Chicago, Ill., chairman. 

Williad’P. Goodwin, of Rhode Island. 

P. R. Edler, of West Virginia. 

George M. Roberts, of the District of Columbia. 

Conyers B. Graham, of Philadelphia, Pa. 

Nominations : 

(At this point I. L. Miller, first vice president, assumed the 

chair,) 
34 BUREAU OF STANDARDS 

WHAT TlTE BUREAU OF STANDARDS IS DOING TO INCRmSE THE 

ACCURACY OF WEIGHING REVENUE FREIGHT 

By HARRY M. ROESFZ, Bureau of Standards 

What the Bureau of Standards is doing to increase the accuracy 

of weighing revenue freight naturally is based upon what must be 

done. The Constitution of the United States contemplates a uniform standard of weights and measures throughout the different 

States and Territories, and the practical accomplishment of this is 

in some measure intrusted by Congress to the bureau. In our extensive system of interstate commerce, in which transportation 

charges are calculated in terms of pound or ton units, it is a primary 

requirement that a ton of goods shall be the same ton in all sections 

of the country, and that the units of weight be not subject to the 

vagaries of human nature in its sometimes foolish insistence upon individuality, or to the well-known peculiarities of the force of gravity. 

This elimination of the variation in weight of a given mass due 

to geographical location is, then, one of tlie first things we have to 

do, or, in other words, it is our business to see to it that the timehonored high-school physics doctrine that the weight of an object 

varies with its altitude or its position with respect to the center of 

the earth does not hold in interstate cominerce in this country. We 

accomplish this by the control of what are called " master scales " 

located at advantageous railroad centers throughout the country. 

These are high-class precision scales which we annually test and adjust in terms of the same standard mass, and through the medium 

of these scales and the test cars operated by the railroad systems 

all scales used for weighing carload freight are mutually adjusted 

to indicate weight in terms of this same standard of mass. The result is that a toil in California is the same ton in Blaine, and a ton on 

Pike's Peak is the same ton on the seaboard, which I believe is the 

end our forefathers had in mind when they wrote the Constitution; 

and, further, it is not tlie least of things to be considered when commending them upon their perspicacity. 

Our fundamental purpose being as just, stated, the practical accomplishment of it takes various important necessary ramifications 

and involves some rather intricate detail. In brief, it requires, 

first, a continuing investigation of freight-weighing conditions to 

establish that, the required uniformity is satisfactorily maintained ; 

second, it requires annual calibration and test of master scales, as 

before stated ; third, it requires propagation of specifications for 

adequate weighing machinery ; fourth, it requires acting as a sort 

of clearing house for technical information on adequate freightweighing conditions ; and, fifth, it requires stimulation of interest 

in good weighing. machinery and good weighing conditions. 

Our investigation of railroad track scales involves a great deal 

of intricate detail on account of the vast territory that must be 

covered and the great number of forces that must be carefully 

correlated in order that the program may progress smoothly and 

efficiently. Without going into this detail it will probably be sufficient to say that we have three testing outfits in the field which test 

700 to 1,000 scales each year, or approximately 6 to 8 per cent of all 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 35 

the track scales in the country, and move on approximately 100 

railroads. 

With regard to master scales, these, as I said before, are calibrated annually. They are 19 in number and are scattered from 

Reading, Pa., to Oakland, Calif., and Portland, Oreg. These are 

tested with loads of 30,000 to 80,000 pounds in 10,000-pound 

intervals. As an indication of the quality of the foundation upon 

which the revenue-freight weighing in this country is based, let 

me interject here that one of the tolerance requirements of these 

scales is that the error at 80,000 pounds load shall not exceed 6 

pounds, or less than 0.01 per cent of the applied load, and still 

further, as an indication that this kind of performance is seriously 

considered in the design, manufacture, and installation of these 

scales, let me add that there is one that has not required adjustment 

for the last four years and several that have not required adjustment for three. 

A matter of first ranking importance in our work is the propagaiion of specifications for adequate Keighing machinery. This is 

done chiefly by cooperation with industrial engineering committees 

interested in this work and publication of the results. With particular respect to the revenue-f reight 11-eighing problem, a monumental achievement of most far-reaching effect in this field was the 

publication of a set of specificakions for the inanufacture and installation of railroad track scales, prepared by a committee representing allied interests, which is now almost the universal basis of 

purchase of new equipment. This set of specifications comprises 

Burrau of Standards Circular No. 83, and so wide has been its effect 

and so deep-seated is the conviction of its merits among railroadscale men, that I have on different occasions felt called upon to remonstrate against its indiscriminate application, and I might add 

that on each of these occasions I have been most capably called to 

t,aslrr €or such temerity. Even so, the salutary effect of the specifications upon the weighing of revenue freight is not subject to question, and although the rigid application of them may cause economical handicaps in more or less isolated cases, yet the general benefits 

apparent to this time are a revelation of the thoroughness with which 

our transportation systems push a good thing to the limit. 

The dissemination of information on adequate Preight-weighing 

conditions is handled as a detail of our testing program. A report 

on each scale tested is furnished to interested parties, which contains 

the results of the test, a statement of the condition of the scale, and 

recommendations for improvement of conditions if these can reasonably be improved. Much correspondence regarding particular details is handled, and this we are very well equipped to do, since we 

have on file a rather comprehensive line of technical information 

covering the field. This sort of thing is encouraged, and, as I say, 

advantage is frequently taken of the opportunities offered. This 

correspondence relates to specific problems in the design and construction of scales, weighing layouts, and the like, and is generally 

of the type technically known as consulting advice. 

The stimulation of interest in improving freight-weighing conditions is a problem that requires extreme tact and special measures 

66436'-2- 
36 BUREAU OF STANDARDS 

to bring about effectively. “ Tact,” says Epic Peters, the Pullman 

porter made famous by Octarius Roy Cohen, “is something, which 

if you ain’t got it, everybody knows you ain’t, and if you has got it, 

nobody notices.” That is exactly the sort of thing one has to use 

on railroaders if one wants to stimulate their interest in anything. 

Pamphlet or circular literature does not meet the needs of the situation. As a matter of fact, our results are not accomplished by paper 

propaganda at all but by personal contact in the field. Railroad 

men have a pregnable spot, and attacks upon it are as sure of bringing results as the sun is to rise. This spot is not on their heels, 

where the redoubtable Achilles carried it, but riglit smack in the 

middle of their shirt fronts, and it is their sincere fidelity to the 

interests of their road and their jealousy of its reputation. If you 

get one of them in a corner upon an appropriate occasion, and either 

by direct or inferred statement indicate that possibly his road is 

not as well advanced in the matter of weighing freight as a rival 

in the immediate vicinity, he will almost certainly do one of two 

things. He will either give you the age-old and much-hackneyed 

alibi that conditions are as good as the financial state of the road 

will permit, or he mill call you a liar, and he may be more or less 

convinced that you are. However that may be, after having driven 

the shaft home the thing to do is to change the subject and go off 

and leave him alone. When you come back a year or so later, it 

will inevitably be found that no matter what he said in the first 

place there is much evidence of his having gone harder to work. 

The results of this stimulation of interest in the matter of weighing 

revenue freight which hare been rather startling, and which I will 

shortly discuss, are primarily the results of a doctkine preached in 

the language of perspiration and conscientious effort on the part 

of our field men from the text, “ Go thou and do likewise,” which 

is, in fact, the language of a railroader and the only one in which 

3-ou can talk to him convincingly. 

Boresome as statistics are, a few are essential to a concluding summary of the general aspects of this subject. There are now in the 

TJnited States between 11,000 and 12,000 track scales, of which I 

should say approximately 5,000 are owned by railroads and the remainder by industrial concerns. Since beginning the service in 191-1 

we have made approximately 7,000 tests. In the last fiscal year me 

made the largest number of tests since the service began, namely, 

1,019. This year we will test between 800 and 900. We have three 

field equipments, and with two, tests are made LIP to 80,000 pounds 

load and with the other LIP to 120,000 pounds load. Our tolerance 

requirements are, for practical purposes, that the error at any load 

shall not exceed 0.20 per cent of the applied load, or 200 pounds per 

100,000 pounds load. In 1914 and 1915, when the service was inaugurated, 32 per cent of the scales tested passed the tolerance. Last 

year 57 per cent passed the tolerance. This year to date, 66 per cent 

of scales tested have passed. These tests are made in all sections of 

the country and closely represent average conditions. There is not 

much difference in the average performance of railroad-owned and 

industrial-owned scales. The increase in the number of scales meeting the tolerance has been practically continuous ever since the service was started, even through the serious depression following the 

war. The increase has been greater within the past two years be- 

__ 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 37 

cause of the effect of new equipment built in accordance with the 

specifications previously mentioned, and also because the stimulation-of-interest program just stated has been more widespread and 

has had more opportunity to show results. 

To me one of the most amazing things in this connection is the 

change in attitude toward the capabilities of a track scale. When I 

first entered the service, and for a number of years, we had to announce our tolerance of 0.20 per cent softly and exercise a great deal 

of mental agility in devising tactful apology for it, because it was 

universally regarded as being too small to be of practical use. Such 

is not the case nowadays. In these times it is not even a rare occurrence for us to be advised that we have no tolerance at all and to 

have presented to our abashed countenances a local tolerance in use 

on particular roads of a. half, or a third, or even a less fraction of our 

om7n. A startling fact connected with these hair-line tolerances is 

that they are surprisingly well lived up to, and if you want a decidedly healthy sign of the attitude of American business toward 

living up to its responsibilities I confess my inability to show you a 

better one. 

As an item of interest, let it be said that the total freight revenue 

in this country amounts annually to something like $4,000,000,000, 

and to get a comparative basis freight revenue exceeds passenger 

revenue in the ratio of something more than 3 to 1. This revenue 

from which our mighty transportation systems pay their expenses 

and distribute their profits is measured on the insignificant, coldly 

efficient, eren if often somewhat rusty, track scale. Practically every 

a~ticle of commerce, at some stage between the producer and the 

consumer, gets some portion of its value established by one of these 

scales. Often you hear speakers in discussing certain phases of commerce say that this or that thing is the heart of a great industry. I 

do not wish to dram such an extravagant anatomical analogy for the 

railroad track scale, because it is not the heart of the transportation 

industry. If you want such a comparison, let it be called the ductless gland of the transportation industry, because it lays close to the 

backbone, up close to tlie brain, and if it is well nourished and cared 

for the subject thrives, and if not he turns a sickly yellow and accidents begin to happen to him. 

Thus far I hare told you what me are doing in the matter of increasing the accuracy of weighing revenue freight and what we have 

clone, and now, if you please, I will conclude by saying a word about 

what we have to do. Business activities, natural forces, human 

thought move, grow, and fade in cyclcs. For 11s to smugly satisfy 

ourselves that the attention and zeal in accurate commercial weighing that has coma to pass in recent years will continue to grow until 

perfection is attained and remain so forever thereafter mould be the 

most absurd kind of foolishness, because the sum of human experimce shows that it can not possibly do so. Starting about 10 years 

ago, the pendulum of progress started from an extremely low point 

and has been swinging continually forward since. Ten years or 

more it has been on its way, and it is still going. As sure as fate 

at some time in the future, it is not safe now to predict when, the 

zeal and economical forces which are carrying it forward will burn 

out and stagnate. Then the pendulum will start backward, and if 

not restrained the sickening thud with which it hits the bottom will 
38 BUREAU OF STANDARDS 

have a most disastrous effect upon commerce. We are now laying 

our plans to be ready when it starts back to hold it as nearly as 

possible to its peak level, and this proposition, as I see it now, is 

going to be one of the hardest assignments we have ever drawn. 

DISCUSSION OF ABOVE PAPER 

The ACTING CHAIRMAN. Is there any discussion of this paper? 

I would like to take this opportunity to tell Mr. Roeser that we in 

our State appreciate what has been done i'or us on track scales by 

the Bureau of Standard.,. Your work has resulted in the installation of some very good scales. 

Mr. ROESFCFL That is a thing we like to encourage very much. We 

like to go as far as we can in accommodating State departments 

and other departments, but, as I said a while ago, we must, by force 

of circumstances, make annual tests of these master s:-ales, and that 

to a certain extent circumscribes the territory in vhich we can operate. We often find that x-e can not take cue of requests for tests, 

and while we are very sorry, there is not anything we can do ahout it. 

(It was moved and seconded at this point that the confeverice 

adjourn; the question was taken, and the motion was agreed to.) 

(Thereupon, at 4.40 o'clock p. m., the conference adjourned to 

meet at 9.30 o'clock a. m., Tuesday, May 26, 1925.) 
THHRD SESSION (MORNING OF TUESDAY, MAY 26, 

1925) 

The conference reassembled at 9.50 o’clock a. in., at the Bureau 

of Standards, Dr. George K. Burgess, president, in the chair. 

RECENT ACTIVITIES OF BUREAU IN RICKMOND 

By B. TV. RAGLAKD, Chief, Bureau of Weights una Measures, City of Richmond, Va. 

Mr. ?resident and fellow members, I believe that I am the youngest man in the conference in age and point of service. I was appointed chief of the bureau of weights and measures in September 

and took my office on October 1. The situation in Richmond had 

been in a very, very poor condition, clue, 1 might say, to the fact 

that the bureau of weights and measures had consolidate3 with 

the bureau of licenses; and licenses, returning a large amount of 

money, were naturally given more attention than weights and 

measures. 

When I took my office I found there were two very essential 

things to do. One of those was to perfect an organization, and 

the other to find out what laws and what ordinances we had that 

were really laws and ordinances. I found that the bureau of weights 

and measures never had an office, but had been given a place or 

corner in someone else’s oilice. We immediately got busy with the 

authorities and had the bureau assigned a home, and we are now 

in our own ofice. This oisce, I hope, will be your headquarters 

when any of you gentlemen visit Richmond. 

We have in the State of Virginia, for the first time, a director of 

weights and measures, L. R. Travers, who spoke to you yesterday. 

In Ah. Travers we have a most wonderful man, and he is building 

up a wonderful record in the State of Virginia, and he is a man 

on whom we can depend for support. 

The first question to come LIP, as I said, was that of organization. 

Since the gasoline situation, a rapidly growing industry, appealed 

to me very forcibly as deserving attention, I divided my ofice force 

of a chief and six men into a gasoline and a weights and measures 

department. The gasoline department is headed by a Cornel1 man 

who has not failed in a single case. The weights and measures department is presided over by a skilled mechanic who knows his 

bnsiness. 

I wish, first, to call your attention to the fact that the ordinances 

in the city of Richmond were in a very bad situation. Some were 

obsolete and some were contrary to the State laws; we also observed that other ordinances were needed to make the office efficient. 

I had it 

whispered to me, “Go gently on the cordwood, your ordinance is 

In the fall of the year I started with the cordwood. 

39 
40 BUREAU OF STANDARDS 

bad.” I studied it and said, “That ordinance is just as good as 

it can be made.” The bureau then issued a letter to all dealers in 

cordwood, notifying them that the law woulcl be enforced, calling 

attention to the clause which says : 

No person shall use a frame or body for the delivery in the city of Richmond of long or block wood in quantities half cord or more which has not 

been so inspected and marked. 

A 

rather singular thing in court is that I hare not had a single ordinance case that has not been appealed, and when the cases have come 

up in the Hustings court the ordinances have been upheld. 

We made the one case in the Hustings court, and the judge affirmed 

the police court decision. Feeling satisfied as to the soundness of 

the law, I issued instructions for the inspectors to get on the roads 

to Richmond, running north, south, east, and west. At the time we 

issued the circular letters to all dealers in cordwood we had extensive publicity in the newspapers, so that no one could claim they 

did not know about it. After that each man caught on the streets 

handling wood without the proper wagon was stopped, and we have 

had many convictions. 

The next ordinance to be considered in that season naturally was 

that in relation to coal. The city of Richmond had, on March 14, 

1924, approved a coal ordinance, requiring all coal sold in the city 

to be sold by weight, excepting deliveries of coal by bushel, half 

bushel, and packages. This exception being in direct conflict with 

the new State law, it was amended to conform to the State law. The 

new State law requires all coal sold in the State of Virginia to be 

sold by net weight, 2,000 pounds to a ton. I did not know whether 

or not this law was all right, but when I found 1,695 pounds of 

coal for a ton on a truck I took the man to court and had him convicted. He appealed, as is the custom in Richmond, to the Hustings 

court, and Judge Ernest Wells, presiding, said, in rendering his opinion, “ If any commodity is sold on the streets of the city of Richmond 

it must be measured by the standard of weights and measures employed in the city.” He rendered his decision in January, 1925, 

thereby confirming the decision of the lower court. Since the above 

decision, every coal case taken to court has met with a conviction. 

I despise to go to court. 

Therefore, my inspectors, after they find Ian- violations, bring the 

violators to my ofice. If, in my judgment, we have a real good case, 

an iron-clad case, I push it, but if I find a little weakness in the 

case I pat the offender on the back and admonish him and try to get 

him to keep the law; but if I have the whip hand I take him the 

whole length. We fcel that the consumer 

should receive 16 ounces for a pound-not 14 or 18 ounces. We try 

to impress upon the merchant that if he is keeping a good set of 

scales he is keeping two things-a scalc that will do justice to the 

consumer and an extra bank account. It is our aim to use commonsense arguments, and thus educate both dealer. and consumer. We 

want them to lmow what is right and to do it. 

I have found 

that we must have organization ; that we must have proper statutes ; 

I arrested a man, took him to court, and he was convicted. 

May I call your attention to one fact. 

I neyer fail to do it. 

Kow, gentlemen, that is the situation in my office. 
EIGHTEENTH CONFERENCE ox WEIGHTS AND MEASURES 41 

that we must have cooperation in the department. Every man has 

his specific work to do, and he is held responsible for his job. We 

have just that fellowship in mind that should be in all well-regulated 

offices. 

When I went into the subject of family scales used for commercial 

purposes, I found that they were used in large numbers. The law 

TT~S not clear to some of our friends, and again the bureau thought 

otherwise, and after a thorough examination of the inechanism and 

construction it was deemed in our best judgment that the so-called 

“family scales” must go. Instructions were issued then to the 

deputies to seize all family scales; this vas done, and they took off 

ihe market two 1-ton truck loads of scales. This decision was contested, as was the common practice. It vas taken to the director of 

public safety under whom we function, from hini to the mayor, from 

the mayor to the State weight and measure superintendent, and from 

hini to the attorney general. Our action was approved by all, and 

thus we buried the family scale in Richmond-and may it rest in 

peace. 

The ice problem confronts us at the present time. I think me 

have a most wonderful ice ordinance. It provides that they can not 

short weight and can not refuse to sell, nor can they refuse to weigh. 

On Thursday of last meek I arrested my first victim. It was carried through the police court, where I got a conviction; but, as is 

the usual custom, it will come up in the Hustings court on June 6. 

If this court fails us it will be necessary to make a new ordinance, 

but m7e believe the court will uphold the present law. 

I have branched off in Richmond on what are called industrial 

scales. This is a new departure for Richmond and one of great importance. For instance, Richmond is a great tobacco manufacturing 

center. In the stemmeries the help is paid by the pound; therefore 

it is of great importance to the manufacturer that the scales be correct, and the manufacturers are awakening to this fact. In a rubber 

plant we found that the scales mere in such bad condition that we 

were compelled to condemn all of them. The scales showed that in 

one shipment o€ junk rubber, consisting of 33,686 pounds, there was 

a shortage of 1,277 pounds. The rubber selling at $9 a hundred 

poimds, this meant that on that one single shipment this concern 

lost $114.92. The president of the company pats me on the back 

and says 1 am the most wonderiul weights and measures mm in 

the city. 

TVe went through a coffee-roasting establishment. TVe fotilld 

that they had mechanical devices for weighing 1-pound packages. 

We found the machine out of order and learned that the scales had 

not been inspected for years. We had the scales adjusted, and we 

hare just received a report from the manufacturer, who said that 

in weighing the coffee he hat1 been losing 1 pound for every 100 

weighed ; he was shipping one hundred and twenty-five 100-pound 

bags per day. Therefore he was losing every day he operated, as a 

result of inaccurate scales, 125 poiinds of high-priced and high-grade 

coffee. He saw what a friend 1 was to him, and again I had another 

great admirer. 

Shortly after I started this inclustrial scale inspection I received 

a request from a manufacturer to test his scales, which were located 
42 BUREAU OF STANDARDS 

just outside the corporate limits. I said, ‘bk‘ou are outside the 

limits, but if you will pay the testing expense and the hauling of 

the heavy weights I will be delighted to do it.” Now I have the 

pleasure of giving monthly service to various companies outside the 

corporate limits. This has been exceedingly beneficial to me, and I 

am much interested in it; and I am going to ask you, if you have 

never done it, to take on the industrial field, as it is of usefulness to 

the manufacturer as well as the consumer. So much, my friends. for 

weights and measures. 

I am still more interested in gasoline. On December 13, 1923, the 

legislative branch of our city government approved an ordinance 

on the sale of gasoline which requires gasoline sold or offered for 

sale in Richmond to conform to the specifications and requirements 

of the United States Bureau of Mines. On November 14, 1924, 

sections 5, 6, and 8 were amended to corer mixing of gasoline and 

to provide requirements for tank wagons hauling through the city. 

Now, all tank wagons must display a sign bearing the legend “ Richmond tested gasoliiie.” This enables the bureau to some extent to protect the outlying districts. For instance, formerly 

when a tank car of gasoline was condemned, this condemned gas, 

while it could not be sold in Richmond, could be carted through the 

city to suburban service stations. The change made recently prohibits them from hauling through the city. 

By a mutual agreement with the distributors wo have perfected a 

method whereby this service is paid for on a gallonage basis. Our 

service charge more than pays for our chemist, laboratory rent, etc. 

This branch of our bureau has proven very popular both with dealer 

and consumer. The Richmond Rapid Transit Co., with many others 

who buy for their own use direct, request me to furnish this protec: 

tion. At the present time we have 500,000 gallons of tested gasoline 

stored for use in Richmond. I am proud of that. 

In Richmond there are about 450 public and 250 private pumps, 

all sizes and styles represented. The private pumps are only tested 

upon request. The public pumps are tested at least three times each 

year. All new installations are tested before being put in service. 

Whenever occasion demands, time-tests of one hour or longer are 

made on pumps to determine condition of leathers and foot and 

check valves. Leaks at piston-rod packing glands or other visible 

parts are noted and required to be stopped. All indications must be 

plain and movable parts in good working condition. Inspectors see 

if the owner has the gasoline permit issued by our bureau, and also 

attach to each pump the gasoline sign bearing the legend ‘‘ Richmond 

tested gasoline sold here.” Owners are required under the law to 

have a sealed measure and test each pump every day before sale commences. If the pumps pass inspection all stops are sealed, and a 

printed linen tag with date of inspection is attached where it can be 

plainly read. 

There are from 1 to 12 lubricating-oil pumps at every service station. Most of these are of 1-quart capacity. These are tested with a 

sealed quart measure, and while the quart indication is the most important one, all indications are sealed. All liquid measures in use are 

also tested and sealed if correct. Patented glass containers of 1-quart 
EIGHTEENTH CONFERENCE ON WEIQHTS AND MEASURES 43 

capacity are being generally used as a quicker and handier method 

of handling heavy oils. These containers are correct within the 

tolerance, but some cases have been observed where they were not 

filled to the proper point and again not enough time allowed to 

properly drain into the car. In these cases the o erator’s attention 

was called to these facts and conditions remediecf: Two inspectors 

have to do all this work, and you can appreciate that it is quite a job ; 

but they serve the peo le faithfully. 

a permit from the fire department, after which he comes to us to get 

the permit to sell. He must also go to the tax commissioner and get 

a license to sell gasoline. Therefore our offices are somewhat mixed. 

Durin my tenure of office as chief of the weights and measures 

from three sources : The presence of corrosive sulphur compounds 

in the fuel, the presence of water and foreign matter in the fuel, and 

the failure of the hydrocarbons to meet the specifications as to distillation range. As to distillation range, we allow no tolerances to this 

specification and are insistent that all motor fuel sold or offered for 

sale in the city of Richmond must at the least meet every clause of 

what we feel are lenient specifications. The efforts of the department in enforcing this ordinance ham resultec? in the rejection in the 

past six months of 210,447 gallons of ‘gasoline and th’e assurance to 

motorists in our city that a good gra$e of mot& gasoline is dispensed 

at all times from every filling station. 

I thank you, gentlemen, and assure you .that I appreciate being 

at this, my first conference. 

Just a word upon t i e licenses. We require that a man must get 

bureau t a e trouble experienced in the gasoline department has arisen 

.. 

DISCUSSION OF ‘~BOVE PAPER 

The CHAIRMAN. Does any one wish to ask any questions or discuss the paper! I was particularly interested to know that they 

are using the Feder’al specifications in their work in Richmond. I 

trust that you find them satisfactor and if your ex erience brings 

we would be very glad to be advised of it. 

hlr. CRAIG. Are you permitted to charge a fee for testing scales 

or pumps as to their accuracy? 

Mr. RAGLAND. The State law says specifically that we can not 

charge a fee for testing scales or pumps as to accuracy, but we now 

charge a service fee of all the service companies in Richmond. 

Mr. CRAIG. I learned yesterday that the inspectors of weights and 

measures in Boston deal with licensing questions. The laws in 

Pennsylvania are still chaotic on the question of granting licenses, 

so that may provide a new sphere of o eration for our weights and 

ity of gasoline. Do you also inspect the quality of petroleum or 

other oils? 

Mr. RAGLAND. The State law as drawn regulates “gasoline and 

other products of petroleum,” while the city ordinance regulates 

“gasoline and all other motor fuels.” 

up anything that can be of use to t 9: e Federal Speci x cations Board 

. 

measures men ; now I learn that in Ric E mond they inspect the qual- 
44 BUREAU OF STANDARDS 

SAFEGUARDING THE MERCHaNT 

By A. W. BACIQALUPO, Inspector of Weights and Measures, 

Tm 

City of Memph.29, 

Mr. Chairman, ladies, and delegates, responding to the subject 

having full knowledge that there are others present w fakin o could to cover 

which has been assigned to me, I do so with a feelin 

the matter in a more able and complete manner. However, as I 

have had experience through many years, I can give you what I have 

gathered during my service. 

At the present time nearly every inhabitant of this great country 

of ours knows that the mission of the weights and measures official 

is the protection of the public from the unscrupulous dealer and the 

elimination of fraudulent overcharges resulting from either intentional or unintentional short weight or short measure. We are 

accustomed to the laudatory, “That’s good work, boy; ,catch all of 

the crooks and make them stay in line,” or the critical, “Why don’t 

you get after so-and so; he’s cheating everyone who deals with him?” 

The public as a whole and the merchants as a class think that our 

only activity is the prevention of short weight and measure. This 

mistaken idea hampers our work when we endeavor to protect the 

merchant, who sometimes must be safbguarded against himself. 

This article is not direct1y”concerned wit6 the sealer’s duty to 

the public-we are trying tb confine‘% to the merchant. But the 

duties of a sealer are far-reaching;-in fact, every phase of his work 

affects two or more people. In protecting the public he also protects the merchant, and in protecting the merchant he protects the 

wholesaler, the manufacturer, the producer. Present-day commercial conditions are such that the merchant can no longer say, “ This 

is my business; I’ll run it as I please.” He can run his business as 

he pleases only so long as his practices do not unfairly affect others, 

and the dividing line between fairness and unfairness is often determined by the sealer. 

Let us take two concrete examples: Mr. A’s gasoline pump is 

short 1 pint to the gallon. To protect the motoring public the 

sealer immediately condemns it and no one questions his action. 

Mr. B’s scales give 1 ounce overweight to the pound. Mr. B says 

that as long as his scales are hurting only himself the public needs 

no protection; the goods are his, and he can give them away if he 

chooses. What is the sealer to do in this case? Gentlemen, I say 

that the sealer must condemn Mr. B’s overweight scales as promptly 

as he did Mr. A’s short-measure pump. If only Mr. B were affected, 

I would say that the quicker he gave away his goods and got a 

job somewhere the better it would be for all concerned. But a 

man with Mr. B’s business outlook mould soon be in debt to his 

jobber, and that throws a different light upon his contention that 

he can give his goods away if he wants to. “ Safeguarding the merchant ” at the present time consists largely 

in the education of the users of weighing and measuring equipment 

in the use and care-especially the care-of their scales, pumps, etc. 

Very few of them know how to care for the machines they are using, 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 4-5 

and only a small percentage of these few will put their knowledge 

into practice. It is a sad fact that in all too many business houses 

the weights and measures inspector finds that the scales and pumps 

are the only neglected appliances in the place. The proprietor will 

take great pride in showing the cleanliness and orderliness of his 

stock, his spotless engine room, his silent typewriters, his perfect 

delivery system, his latest improved machinery-everything about 

the place is in apple-pie order, and you think you have discovered 

the model institution. Then the sealer asks to be shown his scales, 

and this up-to-the-minute business man tells him, “ Oh, they are all 

right; the inspector 0. K’cl them when he was here two or three 

months a;,ro.” That man, and there are thousands like him, thinks 

that because the sealer passes his scales they need no attention; that 

they will stay in adjustment indefinitely; that working parts never 

wear out; that scales never get out of order. Gentlemen, that merchant will have his floors swept several times a day, he will oil the 

hinges on his doors regularly, but as for his weighing or measuring 

equipmentwell, “the sealer 0. K’d them the last time he mas 

here.” 

The most vital ncetl in the weights and measures field to-clay is the 

education of users of weighing and measuring equipment in the 

principles of the machines they use. If the operating principles of 

his equipment are explained to him, the merchant mill readily see 

n.hy a first-class plumber or pipefitter is not always capable of 

installing a pump, or why even the most competent auto mechanic 

01’ plant engineer can not be depended upon to get the best results 

from a scale. It is true that there are minor adjustments 3iThich 

every weigher and pump operator shoulcl be able to make, but it 

is also true that there are other adjustments and repairs which only 

a competent scale or pump mechanic should attempt. 

We all realize that accurate nTeights and accurate measures can 

not be obtained with inaccurate equipment. Sometimes, when haled 

into court, a violator will mdce the plea that he did not lcnom that 

his scale or pump was wrong. If he is honest in this statement-and 

he usually is-this ignorance places a strong indictment against himself, against the salesman who sold him his equipment, and against 

his local sealer. It is the merchant’s duty to keep his equipment in 

proper condition; it is the salesnian’s duty to teach him how to care 

for it; and it is the sealer’s duty to see that he does care for it. 

I am of the opinion that if the sellers of weighing and measuring 

equipment, together with the sealers of weights and measures, did 

their pari in teaching the users of such equipment what to do in its 

use and care, more especially, perhaps, what not to do, nine-tenths 

of the inaccuracy of the present time would be eliminated. 

If I have suggested a thought that will in any way be of service, 

or have opened in the mind of any of you a suggestion that may have 

merit, I will feel that I have not failed in presenting my subject 

to you. I am glad of this opportunity of being ~ith you again, and 

1 appreciate the honor bestowed on me by placing me on your program. I know that this gathering will result in great good and 

further cement the friendships formed in previous sessions. Gentlemen, I thank you. 
46 BUREAU OF STANDARDS 

RAILROAD SUPERVISION OF BAGGAGE AND FRFIGHT SCALES ' 

By A. W. EPRiCHT, Supervisor of Scales and Weighing, Pennsylvania Railroad 

System 

The question of proper maintenance of baggage and freight 

scales, exclusive of railroad track scales, is frequently raised by 

weights and measures officials, and in preparing the following discussion me have endeavored to present tlie matter froin the 1' riewpoint of one of the larger railroads-namely, the Pennsylvania Railroad system-in a way that may prove of value in bringing about a 

better understanding on the part of weights and measures officials ol 

some of the principal elements of the problem, and with the hope of 

developing a closer and more intelligent cooperation between the officials and the railroad. 

The principal factors involved in the weighing of less-than-carload 

freight and baggage are the desi,? of the scales and their capacity, 

location, installation, testing, maintenance, operation, and tolerance. 

In the case of ma& other railroads the first factor just mentionedthat is, design-becomes purchase. The opposite is true for us for 

the reason that the Pennsylvania Railroad is peculiarly situated in 

that it can economically maintain a well-organized scale shop 

wherein are built and repaired practically all of the scales used on 

the railroad. 

It may be of interest to know in this connection that the present 

scale-shop building located at Altoona, Pa., represents a total investment of approximately $360,000. This building, which is about 220 

feet long by 80 feet wide, is especially arranged for tlie manufacture 

of plate-fulcrum track scales and is provided with the most modern 

machinery and appliances for all kinds of scale work. There is now 

being constructed in this building a new plate-fulcrum niaster track 

scale the cost of which is estimated at about $31,000 over and above 

the present cost of the building. Aboiit 27 mechanics are regularly 

employed in the scale shop, and for at least the last few months from 

2 to 6 draftsmen from the engineering department have been assigned 

to scale design. 

We mill now take up one by one the factors previously referred 

to and in discussing them mill endeavor to confine ourselves as nearly 

as possible to existing conditions. 

DESIGN 

The method in force for some time in selecting scales for weighing 

our less-than-carload freight and baggage is to select only scales in 

whose design is embodied a form OS construction which when tlie 

load is applied to the main supporting levers ~7ill riot permit the 

oscillations of the platform to displace the bearings at points of 

contact with the knife-edges, nor introduce cletrimcntal effects in the 

action of the scale due to deflection of the platform under load. By 

way of explanation it may be said that the above coiistruction ordinarily results in the application of the well-known suspension-bearing 

principle. 

'This paper, prepared by Mr. Epright, was read to the conference by M. J. J. Harrison. 
EIGHT1EENTH CONFERENCE ON WEIGHTS AND MEASURES 47 

The platform of a modern self-contained or built-in scale, which is 

designed to insure at all times as nearly as possible equalization of 

the load on the pivots, is largely constructed of steel. The upper 

layer of the double floor is of maple, with the joints parallel to the 

direction of traffic in order to eliminate or reduce the shock or 

hammer-blow effect on the knife-edges when trucking across the scale 

platform 

It is the present practice of the Pennsylvania Railroad at its larger 

freight stations to equip all but one of the scales with automatic dial 

devices of 2,500-pound capacity, regardless of the size of platform and the supporting capacity of the scale itself. This is done 

for the reason that on the Pennsylvania Railroad 76 per cent of the 

less-than-carload freight weighs only from 100 to 500 pounds, 13 

per cent from 500 to 1,000 pounds, 7 per cent from 1,000 to 2,500 

pounds, and only 4 per cent over 2,500 pounds. The remaining scale 

is equipped with either a compound or full capacity weigh beam or 

an automatic dial device of sufficient capacity to weigh the heaviest 

loads likely to be received for weighing. The value of the minimum 

graduations of all recently constructed weigh beams, as well as of 

recently purchased automatic dial devices, is 5 pounds. 

At the older freight stations, which are equipped with a number 

of scales having different size lever systems, but not provided with 

compound or full capacity beams, the multiplication at the tip of 

the beam was made the same for all scales in the same building. 

This was done in order that counterpoise weights might be interchanged as between the different scales without introducing confusion through using on one scale weights belonging to another scale 

of a different multiplication. 

Dials of the larger capacity usually require certain manual operations to weigh the heavier loads. The general practice on the Pennsylvania has, therefore, been for some years to install dials which 

belong to the strictly automatic class. 

The type of scale used for weighing baggage is exactly the same 

as that used for weighing freight, some scales being equipped with 

weigh beams and others with automatic dial devices. 

CAPACITY 

In selecting a scale for a particular station, not only should the 

question of maximum load to be weighed be considered, but also 

the maximum loads that are likely to pass over the scale platform. 

The size of the platform must meet local requirements, which are 

governed by the character of business to be handled. The sustaining capacity which is governed by the corner rating, ordinarily 

50 per cent of the nominal capacity of the scale, must be considered 

and should be sufficient to take care of impacts due to dropping 

heavy crates, boxes, and trunks on the scale platform, as well as 

the strains produced by diagonal trucking of loads across the corners of the platform. 

LOCATION 

The location of scales, of course, depends somewhat on local conditions, but it is the general practice, when scales are to be used 
48 BUREAU OF STANDARDS 

principally for weighing outbound freight, especially at stations 

' where a large volume of business is handled to locate them at least 

6 to 10 feet Srom the receiving front when height is to be weighed 

as received. When freight is accuniula ted on the receiving front 

and weighed as it is loaded in the freight cars, the scales arc located 

as far from the receiving front as possible, and ample trucking space 

is provided between the scale and the freight car. 

There seems to be no fixed rule for locating scales for weighing 

baggage at smaller stations, bat at the larger stations they are located within a few feet of the receiving front in order to avoid 

excessive liandling. 

msTAkLL-imoN 

With a view of obtaining tlie best possible results, it is the standard practice to assign a scale crcctor to supervise the installation 

of and repairs to all scales on the Pennsylvania Railroad, these men 

drawing on the local forces for such assistance as may be required. 

These scale erectors are trained under the direction of experiencecl 

field men, aster haring previously receired some training in tlie 

scale shop, and they are origiiially selected for this training and 

subsequent responsibilities in tlie field on tlie busis of their proved 

merit and conscientiousness in the tool rooms or, in bome cases, other 

metal-working departnients of the morc important railroad shops. 

In their field mark the scale erectors are required to adhere to 

standard plans and practices. At the same time it is frequently 

necessary for them to exercise considerable ingenuity and initiative. 

As a case in point, it may Le mentioned that our stanclard plans proTide €or rigid support, iisunlly masonry, for all scales. However, 

in stations located on tlie water front, where the scales must necessarily be located beyond the bul!thead, it is ob\-iously impracticable 

to secure masonry snbstructure. For practical reasons the scale platforms must be maintained at the same level as the floor of the 

building, thus preventing the use of any separate foundation. 

Hencc, the scales must necessarily be suspentlecl from the floor 

stringers, which are usually of wood. In cases of this kind the scale 

ercctor is called on to use his best judgment to secure as nearly ideal 

results as local conditions, over which he has no control, will 

permit. 

TESTING 

The standard of mass for testing freight and baggage scales is 

derived from primary weights verified by the TJnited States Bureau 

of Standards. At the larger stations it has been the practice to 

locate perinanently a considerable quantity of 50-pound cast-iron 

test weights, while for use at smaller stations similar weights are 

transported in specially designed steel-compartment cars, with the 

weights stacked inside in such manneras to reduce to a minimuin 

changes in value of the weights due to abrasion in transit. These 

50-pound weights when new are adjusted to within 25 grains and 

are maintained to within 100 grains OS their true value, thrs maintenance tolerance being that specified for weights of this class in 

Circular No. GI and in I-Iandbook No. 1 oE the Bureau of Standards. 

As a matter of information, there are approximately eight thousand 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 49 

five hundred 50-pound test weights, OF an aggregate of 425,000 

pounds, in use on the Pennsylvania Railroad system. 

Scales in regular service for weighing freight and baggage are 

tested every 2 to 15 months, depending on the design, capacity, and 

method of installation, as well as the voliinie of business handled and 

character of service rendered. Notwithstanding the fact that we 

hax7-e always made a consistent effort to maintain these scales so that 

the errors on leverage ratio would be within the tolerances adopted 

by the Eleventh Annual Conference on Weights and Measures, we 

have not always been able to do PO, and will later describe more fully 

our position in .the matter. 

In verifying new platform scales the general practice of the 

Pennsylvania has been to use test weights corresponding to the total 

indicating capacity of the scale, while in making roiitine service 

tests the scales are given a grac2nalecl test under bot,h concentrated 

and distributed loads tip to at least the average worlcing capacity. A standard niethod of testing platform scales has been adopted and 

in force for some years, and the field inspectors are provided with 

and, required to use the standard forms supplied for the urpose 

of reporting results of tests and calibrations. Each of the elcl inspectors is also supplied with a modern portable sealer's outfit for 

resealing counterpoise weights in the field. 

As to the personnel of the field inspectors, it niay be said that they 

are selected from the scale erection force previously referred to on 

the theory that a properly qualified toolniaker, vith his scale-shop 

training, supplemented by field experience in the installation of 

and repairs to scales, will develop into the highest type of scale 

inspector, and we are convinced of the soundness of this theory from 

observation of our own organization. 

X-'JSTEXASCE 

-4s previously stated, the scales in the larger stations are located 

only a few feet from the receiving front, and as a result they are 

subjected to weather conditions. Water oftentimes finds its way to 

the supporting knife-edges and bearing steels, and, notwithstanding 

the hard grease used as a protection around the pivot contacts, the 

action of the vibratory system is often seriously impaired by corrosion, and this is especially pronounced at points where the scales are 

located directly over water, as at New Pork, Philadelphia, and 

Baltimore. 

The maintenance of scales used for weighing freight and baggage 

requires eternal vigilance on the part of the supervisory force in 

order to insure results within reasonable limits of error. In the case 

of scales located orer water and suspended from the building floor, 

the action is repeatedly affected by boats bumping against the dock 

which in most instances forms a part of the station structure. The 

scale proper is also subjected to a great deal of abuse in at least three 

mys: First, by the carelessness of the truckers or drivers when unloading freight from motor trucks or drays, as these men often permit very heavy boxes and crates to drop from the tailboard to the 

scale platform ; second, from the rough handling incident to the 

rush to unload trucks and drays just before the closing hour of the 

freight house, during which time freight is often spotted or stacked 
50 BUREAU OF STANDARDS 

on the scale platform; and third, from comparatively rapid movement across the scaIe platform, in some cases even diagonally across 

the corners, of tractors and tractor-drawn trailer trucks loaded with 

less-than-carload freight. Many of the scales in the larger baggage 

rooms are subjected to even more abuse than obtains at freight stations, as trunks are rolled from corner to corner across the scale platform. At many points this process is continuous, day and night. 

Existing instructions provide against all of these practices, but the 

fact remains that it is not always possible to prevent such occurrences. 

OPERATION 

In the operation of beam scales we have the following to contend 

with : Beam out of balance, hasty balancing of the beam, misreading 

the beam, misreading the counterpoise weights, and errors in the 

counterpoise weights. All of these are due to the human element or 

personal equation. 

A test conducted periodically during an entire year at three of our 

largest and best organized freight stations showed that the average 

error due to careless balancing of the beam was 6 pounds, while 

the average error due to careless manipulation of the poise during 

rush period was about 8 pounds. The introduction of the automatic 

device has somewhat offset the errors from the above causes, as any 

change from zero is more readily detected. 

In behalf of the weighman it must be said that too often, in the 

rush of shipping, insufficient time is allowed him to secure proper 

balance of the beam, even if it is operating uniformly and accurately, 

and what may sometimes be considered carelessness is not always 

his fault. The advantages of direct-reading apparatus are at once 

apparent, as no time is lost in waiting for the beam to balance or in 

moving the poises, and with dial scales any out-of-balance condition. 

should it exist, is at once apparent; and it has been found that few 

weighmen can stand a definite zero error staring them in the face 

each time they make a m-eighing. 

It is an established fact that many of the zero-balance errors result from weather conditions. During periods of precipitation the 

scale platforms absorb a really surprising weight of water, which, of 

course, gradually evaporates when conditions are favorable. This 

obviously necessitates frequent adjustment of these zero-load balances, and the necessity for such adjustment is indicaled directly 

on a dial scale, whereas the indication would not be so apparent on a 

beam scale. 

The Pennsylvania Railroad, realizing the advantages of dial 

equipment, took up with one company in New York the question of the application of their device to scales used for weighing 

freight, and, as SE result, what we believe to be the first automatically 

indicating dial device to be used for that purpose was installed by 

the Pennsylvania Railroad on November 20, 1900, in a temporary 

freight station then located at the foot of Thirteenth Street, New 

York, N. Y. As far as we know, the first automatically indicating dial clevice for weighing baggage had been installed at Broad Street 

Station, Philadelphia, on November 13, 1900. Since that time over 

400 dial devices, including some of the best European makes, have 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 51 

been connected to scales on the Pennsylvania Railroad system and 

used for weighing both freight and baggage. 

While it has been found that it is not possible to maintain dial 

devices in as close adjustment, perhaps, as the average beam scale, 

the use of such devices makes possible advantages in weighing 

which result generally in increased efficiency. Of course, there 

is an extraordinary gain in time and convenience, and we have 

records of less-than-carload freight being weighed at the rate of 

six weighings per minute. 

As to baggage-room scales equipped with dials, our records show 

that at New York about 2,000 pieces of baggage are weighed on one 

scale in 24 hours, at Philadelphia about 3,000 pieces in 24 hours, at 

Pittsburgh about 600 pieces in 24 hours, and at Chicago about 800 

pieces in 24 hours. 

Of course, there is no place where rapid and accurate weighing 

is more desirable or important than in the handling of less-than-carload lots of railroad freight, and the American Railway Association, 

on May 28,1913, adopted the recommendation of its subcommittee on 

weighing, as follows : 

To insure protection of revenue, the necessity exists for the weighing of a constantly increasing amount of less-than-carload freight. A large percentage of such freight being receired near the closing hour of freight houses 

makes it necessary to weigh and record weights quickly and accurately, that 

trains may be dispatched on schedule. A number of types of automatic dial 

attachments for application to scales for weighing less-than-carload freight 

have been perfected to :I practical degree of accuracy and durability. The use of such dial devices will increase the speed of the weighing of the lessthan-carload freight from two to three times, and with less liability of error in the recording of weights. 

This advantage is evident when it is realized that an indicating 

scale permits every truck load to be weighed as it is wheeled across 

the scale platform, the momentary stopping while the weight is 

being taken requiring but a fraction of the time needed for balancing of the beam and reading the position of the poise and the amount 

of counterpoise weights on an ordinary beam scale. 

The handling of and charging for freight is, of course, a primary 

operation for a railroad, and the elimination of an inexpert weighman is a distinct gain in both labor and accuracy, since anyone with 

good eyesight can read a dial in the minimum of time, and a change 

in balance at zero load from any cause is likewise instantly indicated. 

In the case of excess baggage, where charges are made on a weight 

basis-and the matter is becoming increasingly important to both 

the railroad and the traveler4ial scales seem to bevgiving good 

service, especially as the weight of the shipment can be seen by the 

passenger at a glance. 

TOLERANCE 

Having described the type of scale and the conditions under which 

it is installed and used for weighing freight and baggage on a busy 

railroad, we now come to the most important feature of all, especially from the standpoint of the scale department. This is the 

application of the existing tolerances to the indicated error of the 

weighing machine as found in service. We have always had the 

66436"-2-5 
52 BUREAU OF STANDARDS 

greatest respect for everything developed by the Bureau of Standards or adopted by this conference pertaining to scales. However, 

as a result of our experience, we can not help but feel that the existing tolerances for beam scales as adopted by the Eleventh Annual 

Conference on Weights and Measures, and which are shown in 

Bureau of Standards Circular No. 61 and in Handbook No. 1, are too 

fine in so far as their application to scales used for weighing freight 

and baggage is concerned. 

In making this statement, it should be understood that we have 

made what we believe to be a consistent and honest effort to maintain our beam scales within the limits of the established tolerances, 

but we are frank to admit that we have not always been able to do 

so. While we are not prepared to make a definite statement as to 

how far we have failed to meet the tolerance requirement, we have 

closely scrutinized repeated tests of about 8,000 such scales used on 

the Pennsylvania Railroad system. These tests were all made by 

inspectors whom we believe to be capable and reliable, and our 

study of the results obtained has convinced us that the present state 

of the art of scale design justifies a certain broadening of the existing tolerances. It is of interest in connection with this statement 

to note that our standard freight-house or baggage-room scale, installed complete, actually costs us at the present time anywhere from 

$880 to $1,900. 

As to dial scales, we have made a careful analysis of the results 

of calibration of freight and baggage scales of this type, having 

grouped the different makes of devices according to their age, going 

back as far as 1912 and up to the present time, and have classified 

the various tests for the four seasons of the year in order to determine, if possible, the effect of temperature change. The complete 

data are, of course, very voluminous, but the following is a general 

summary of the results : 

Total tests-___-_---_-------_-----__---______---__-_-_ 497 

Total readings taken-_-------___------_--____----_---- 8,316 

Total amount of test weights used .................... 11,748,250 

Total errors obtained__-------___-_-----__-__--------- 15,464.5 

Average test load per 1-pound error ____-_____-__-_--_-- 760.3 

We are prepared to say, in connection with the existing dial scale 

tolerances, that, if our interpretation of them is correct, we believe 

that we are able to maintain our scales to weigh within them. In 

making this statement we have in mind the fact that present usage 

in weighing freight and baggage permits the user to establish the 

value of the ,minimum dial graduation when the device is purchased. 

As previously stated, we have adopted 5 pounds for this value, which, 

of course, governs the tolerance at the smaller loads. We are frank 

to say, however, that, we have in mind the possibility, or possibly 

fear, that some regulatory body may be so misled as to undertake 

to establish and enforce a smaller limit on the value of the minimum 

graduations. Such action would, obviously, reduce the value of the 

tolerance at the smaller loads, and since these are the critical loads, 

generally speaking, in so far as application of tolerance is concerned, 

any such ill-advised action as that just mentioned might and probably would result in the immediate condemnation of practically all 

of our dial scales now in service. This would result in great con- 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 53 

fusion, to say nothing of the large and unwarranted expense on the 

part of the railroad company as owner of the scales affected. 

We have noted with considerable alarm the tendency recently 

manifested toward reduction in the value of the minimum dial 

graduation and feel reasonably certain that the present state of t<he 

art does not warrant, in general, such action. 

DISCUSSION OF ABOVE PAPER 

Mr. BULSON. Mr. Harrison, how often are railroad track scales 

tested in the State of Pennsylvania? 

Mr. HAI~RISON. I can speak only of the practice of the Pennsylvania Railroad lines and would say that, in general, they are tested 

every three months. 

Mr. Baso~. How heavy a test do you apply? 

Mr. HARRISON. Our standard equipment for track scale work consists of one 30,000-pound, self-contained, short-wheel-base car, together with one 80,000-pound car, short wheel-base, self-contained. 

Those two cars are used first separately and then together. 

Mr. SWEENEY. MrChairman, I would like to ask the gentleman 

what he would consider a fair test load to be applied by a local 

sealer on a railroad track scale. 

Mr. HARRISON. Mr. Chairman, I am very much of the opinion that 

the local sealer is rarely, if ever, equipped with proper appliances 

to make such a test. We use nothing less than a test load of 30,000 

pounds. That is the minimum load that we would apply to a railroad track scale. 

Mr. THIELMANN. Does the State of Pennsylvania inspect your 

scales also? 

Mr. HARRISON. They do in some cases, but generally speaking the 

State inspectors do not attempt to make any tests of our track 

scales. As to the smaller scales they do test them in some places. 

The laws are different in different States. 

Mr. DALZIEL. Mr. Chairman, I might state for the benefit of the 

delegates and others present that the States of Washington and Oregon jointly own a 60,000-pound test car which is operated in the 

two States under the supervision of the States. The owner of each 

scale tested pays a fee of $25, and that covers the expense of operation. I have charge of the weights and measures department for 

the State of Oregon, but I am not connected with the public service 

commission, which handles that. 

Mr. QUIST. In the State of Minnesota we test all track scales in 

the State. We have three test cars weighing 100,000 pounds, and 

additional test weights that we use in testing track scales. We 

charge a fee against the railroad for the cost of that service. I think 

the fee is $10 for each test. 

Mr. CRAIG. Mr. Chairman, in regard to the inspection of the scales 

of the Pennsylvania Railroad Co. in the State of Pennsylvania, I 

would say that there is no indisposition on the part of the bureau 

to make the tests, but at the present time we have neither the proper 

equipment for testing railroad track scales nor the funds to procure 

such equipment. 

I might say that in some 

places the local sealers and even the State men have both by word 

Mr. HARRISON. Just one more word. 
54 BUREAU OF STANDARDS 

and action expressed themselves as perfectly satisfied with our tests 

of the scales. 

HEAVY-CAPACITY PLATFORM SCALES 

APPARATUS AND NETHODS FOR FIELD TESTS IN VARIOUS JURISDICTIONS 

(This number on the program consisted of talks given or papers 

submitted by weights and measures officials from various parts of 

the country, describing their methods of testing heavy-capacity 

scales, with especial reference to the equipments used for this purpose. A large number of lantern slides illustrating the equipments 

used were shown during the progress of this number. A limited 

number of these have been reproduced as illustrations and appear as 

figs. 1 to 8, inclusive.) 

REMARKS OF GEORGE WARNER, CHIFF INSPECTOR OF WEIGHTS AND 

MEASURES, STATE OF WISCONSIN 

The truck used by the State inspectors of Wisconsin8 is the ordinary 1-ton Ford chassis, equipped with a cab, all inclosed to provide 

for inclement weather, and a special body. The rear compartment, 

which is for weights, is provided with rear doors, one of which opens 

downward and the other two sideways. A specially constructed 

hand truck having 12-inch wheels, standardized at 100 pounds, is 

provided for quickly moving the test load from place to place on the 

scale platform. One of the features of this truck is that it is made 

entirely of iron. It contains shot cups which provide the necessary 

weight adjustment to take care of any wear that might occur. The 

wheels are readily demountable, being held in place during use by 

self-contained pins in the ends of the axles that drop into place 

by gravity. The truck can be taken down or set up in a few seconds by 

one man. In the use of this equipment the truck is driven across 

the scale so that the body just clears the far side of the platform. 

Eighteen 50-pound test weights are then placed on the small hand 

truck, and the total load, amounting to 1,000 pounds, is moved to the 

four corners of the scale platform and readings taken. The hand 

truck is then pulled off the scale platform at the opposite end from 

the autotruck. Another reading is taken of the scale to see whether 

it maintains its original balance, and the autotruck is backed on to 

the scale and its weight balanced out. The hand truck is again 

pulled onto the platform and another reading is taken. After the 

test is made the weights are placed in the compartment provided in 

the autotruck. That sort of test is usually considered sufficient for 

the small wagon scale. 

If the scale is large, of the autotruck variety, after the test with 

the hand truck a large load of coal or other material is placed upon 

the scale. The 1,000-pound test load is then applied again. In this 

way the scale may be tested at full capacity. 

At one side of the autotruck body is a special compartment for the 

5-gallon and 1-gallon field standards of capacity, and on the opposite side is a compartment for the inspectors’ working cases and personal grips. 

sf% fig. 1, facing p. 58. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 55 

REMARKS OF GEORGE F. AUSTIN, SEALER OF WEIGHTS AND MEASURES, CITY 

OF DETROIT, MICH. 

For heavy-duty work we use a Federal truck with two doors at the 

rear opening into the weight Compartment, and on the side, just back 

of the driver's seat, a door opening into a compartment for carrying 

the light equipment, such as gasoline testing cans, small weight 

boxes, etc., necessary to the various inspections that we have to make. 

A small truck for the purpose of transporting the weights over 

the scale platform is provided; this truck is carried on the top of the 

weights after they have been placed in the automobile truck. The 

large wheels of this truck are 14 inches in diameter and are on roller 

bearings, which facilitates the handling of the weights; they can be 

very easily drawn to the various points of the platform. Wheels and 

axle are removable for ease in handling and transportation. 

We use in the inspection of scales 1 ton of weights. The weights of 

the truck having been balanced out, the weights are placed upon it 

and tests made upon each corner of the scale. Readings are taken 

at each point. Then the truck is removed and a heavy load of coal 

or some other convenient load is placed upon the scale platform and 

the ton of weights are again applied at one end of the scale or 

wherever it is convenient to place them. 

REMARKS OF C. A. BRIGGS, LIVESTOCK WEIGHT SUPERVISOR, UNITED STATES 

DEPARTMENT OF AGRICULTURE 

Mr. Chairman, members, and delegates, this is a subject of very 

great personal interest to me, and it is only by the exercise of selfrestraint that I can keep from speaking at length. 

In introducing this subject I will put the situation briefly, first 

discussing in question-and-answer form some of the problems that we 

have in connection with these heavy-capacity scales as represented by 

my experience, which extends over some 13 years. 

Q. In reference to studies of large-capacity scales, were scales 

tested at heavier loads than those ordinarily applied?-A. Yes; and 

in some cases the scales were given capacity tests. 

Q. Were the results obtained from the heavier loads in line with 

those to be deduced from small loads?--9. No; the errors were 

' 

larger as a rule. 

Q. Were the differences important ?-A. In numerous instances 

they would have caused the scares, which had been accepted as correct 

with the small test loads, to be condemned and removed from service. 

Q. What was the cause of the errors?-A. Their origin was in a 

great variety of things-deflections, binds, interferences, etc., that 

came into play at higher loads, many of which could not be anticipated by inspection. 

Q. Would you say as much as 50 per cent of the scales tested with 

small loads and passed would be found unsatisfactory at the larger 

loads at the present time?-A. The percentage is even larger. 

Where large loads are applied for testing for the first time, generally 

important adjustments have to be made, and it is an ordinary thing 

for the scales to be taken out for repairs or replacement. 

Wow, we have a serious problem before us in regard to these heavy 

test loads, and often the subject is approached by getting the best we 
56 BUREAU OF STANDARDS 

can. We have the case here [referring to lantern slide] where an 

attempt was made to get a heavy auxiliary test load, which consisted 

of a wagon loaded with pig iron. The test weights are first applied 

to the scale and then remored. The wagon load is then applied, the 

scale balanced, and the wagon load removed and weights substituted. 

We then may have a fairly good idea of the \might of the wagon. 

Then we apply the wagon load and test weights together. That has 

some advantages; but if the scale does not repeat, there is a tendency 

to error. When such a test is carried out patiently and intelligently 

you can find out a, great deal. Homerer, much time is required, and 

experience tends to recommend that more specifically designed equipment is to be preferred. 

Here [referring to lantern slide] is another attempt at an auxiliary 

test load. In this case we have a roller weighing about 8,000 pounds, 

consisting of a galvanized case filled with concrete and fitted with an 

iron axle. This can be hauled across the scale by horses. We have 

no data as yet as to the permanency of this load, but it is probably 

not much better than the wagon described above. A roller is very 

valuable in getting a quick test of a scale and in getting errors. 

However, this particular roller is too large, and experience mith it 

has confirmed our views that the heaviest test weight to be recommended is 4,000 pounds-l,000 to 4.000 pounds, depending on local 

conditions. The load is highly concentrated, and this is a disadvantage in some cases. 

Next is illustrated the most complete equipment that has been put 

into regular or systematic service in so far as we have information 

at the present time, and here is realized the form of large-scale tests 

which I am becoming in favor of, namely, the use of standardized 

test weights throughout. The auxiliary load will serve as a begjnning, but, after all, what is saved in money is offset by the necessity 

for such a large amount of care and intelligent consideration in 

making the tests that the use of standardized weights is really the 

cheapest way after all. 

This scale is used for iTeighing loads up to 28,000 pounds, and it 

is tested with 28,000 pounds of standard weights. A feature of this 

equipment is the eight cast-iron weights of 2,500 pounds each, which 

are supplemented by 8,000 pounds of 50-pound weights. The 2,500- 

pound weights are substantially of the Bureau of Standards design 

for cast-iron weights of the intermediate large sizes, a design that 

has been in practical use for some time and has worked out very 

well, indeed. A special ‘bbuggy,”9 designed to carry one weight at 

a time and equipped with mechanical means for loading and ixnloading the weight, is used for spotting the weights on the scale platform 

and in handling the weights from one scale to another when the 

scales are close together. When the scales are far apart the weights 

are transported by wagon, a special frame and chain hoist being 

utilized in loading and unloading. 

This equipment [illustrating] represents a 4,000-pound test unit 

with self-contained wheels which was tried out in Chicago as a result 

of a joint conference of interested parties. This is designed so that 

a number of these units may be handled as a train by tractors on 

SF%? fig. 2, facing p. 58. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 57 

and off scales, and the design of the units is such that in turning 

corners each unit will follow in the track of the preceding one, which 

permits the taking of a string of them around corners without 

difficulty. 

One idea which I would urge on almost anyone testing a scale is 

that at the beginning a number of small weights be balanced on the 

scale. When a test load fails to balance the beam with the poise in 

the appropriate notch the balance is obtained by changing the small 

weights. The difference in the amounts of small weights originally 

used and those on the platform when this balance is obtained immediately indicates the value of the inaccuracy in the scale. 

REMARKS OF DENNIS IIELLY, SEALER OF ivmx-ITs AND MEASURES, CITY OF 

Mr. Chairman and gentlemen, a test that I will describe is one of a 

scale of 9,000 pounds capacity used in weighing metal ingots. The 

company owning it was very insistent that I test the scale to full 

capacity, in view of the fact that they weighed on this scale three or 

four carloads of expensive metal every week. 

In this test I balanced the scale and tested it up to the full capacity 

of my test weights, nam’ely, 3,000 pounds. Then, removing the 

weights, I had copper ingots piled on the scale up to the amount 

shown by the test weights. Then I replaced the 3,000 pounds of 

test weights and took the reading again. I then removed the test 

weights and put on additional ingots as before until the former 

reading of 6,000 pounds was duplicated ; finally I again applied the 

test weights, thereby reaching the capacity of 9,000 pounds. 

I do not imagine that there is anything about this test that is any 

different from what many of you have clone in the past, but for my 

own part I can not see where you can get a test that is any more 

accurate. I was very careful to bring up the mass on the scale to 

the total amount as indicated by the weights each time, preserving 

the same balance. It happened that the test disclosed a considerable 

error, and it was necessary for the scale mechanics who were present 

to make some adjustments. The tests and adjustments took considerable time, but when we got through the scale tested very accurately, and when the same test was repeated several weeks later on 

it was proved that the scale had retained its accuracy. 

RRSDGEPORT, CONN. 

REMARKS OF A. W. SCHWARTZ, ASSISTANT SUPERINTENDENT OF ’WEIGHTS 

AXD MEASURES, STATE OF NEW JERSEY ’ 

Mr. Chairman and gentlemen, New Jersey has tried from time 

to time to have included in its budget passed by the legislature a 

sufficient sum for the purchase of equipment for the proper testing of 

scales. Although we have tried hard, we have been unable to get a 

sufficient sum to purchase a State equipment, so it has fallen on the 

city of Newark to get some sort of equipment and show us the way. 

This view [indicating] represents two trucks, each with an equipment of 2,000 pounds of test weights, making a total of 4,000 pounds, 

with a crew of four men.Io In making the tests of heavy-capacity 

ao See fig. 3, facing p. 58. 
58 BUREAU OF STANDARDS 

scales the trucks can be used together or can be sent individually 

into different parts of the city. Newark is one of the largest manufacturing cities, in the United States and has approximately 300 

truck scales of heavy capacity that are in daily use, and the tests 

are made in the usual manner, as has been described here by the 

gentlemen who have preceded me. P. J. Caufield, the superintendent, with his assistant, supervises the work. 

In addition to these tests, the trucks are sent around to the industrial districts and manufacturing plants, where the small portable 

or the dormant platform scales are used and tests are made of these. 

The two trucks are kept busy in the industrial districts, where piecework prevails, and the rate of wage is dependent on the weight of the 

finished product. 

I want to say that these equipments represent only the entering 

wedge. Newark has the distinction of being the first city in New 

Jersey to have equipment of this character, but I think with that as 

a nucleus it will be demonstrated to the powers that be that the State 

may profitably at some future time have adequate equipment of its 

own. 

REMARKS OF EDWARD J. MARONEY, SEALER OF WEIGHTS AND MEASURES, 

CITY OF NEW HAVEN, CONN. 

The development of the heavy-duty track scale started something 

like 13 years ago, that of the autotruck scale, perhaps, 7 or 8 years 

ago. It has progressed in very rapid strides due to greatly increased 

loads and such conditions as the heavy end thrusts given to the 

platform by the sudden stopping and starting of these loads. The 

light-built wagon scale is now practically useless for accurate 

weighing. 

Among the requirements that must be met for a scale to give 

excellent service are: Knife-edges must be clean as well as sharp; 

bearings must be smooth and level ; levers should be level and remain 

so under all conditions ; connections, plumb ; foundations, solid, with 

no interference between parts ; platform disturbances must be allowed for without shifting the pivots on bearings ; knife-ec!ges must 

be ground and honed as near as possible to center line of pivot steel. 

I am of the personal opinion, after 27 years of work in this field, 

that 99 per cent and a very large fraction of the business men of 

this country are honest; I am also of the opinion that the scale 

manufacturers and their agents and servants are also 100 per cent 

honest and try to be, and so I cooperate with them. 

One instance of cooperation is with a coal company in my city, 

which is the largest of its type in the East and which wanted a 

more efficient way of handling their product, incidentally to reduce 

their overhead. They put it up to our department to equip their 

plant. We did it. A scale system was installed. To prevent 

drivers going over it carelessly or unnecessarily, we conceived the 

idea of raising the scale so that it was 1 foot higher than the other 

side of the yard with a 1-inch-to-the-foot pitch. The empty truck 

was weighed coming in, and when the driver drove out with the 

load the ticket was given to him with the tare, net, and total weight 


EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 59 

noted. Many improvements were made in that yard, reducing the 

overhead, and how well the plant was constructed can be understood when I say to you, gentlemen, that we increased the capacity 

from one to three loads a day for each truck, since they could be 

weighed faster than they could be loaded. I merely mention this 

to you, gentlemen, in the hope that it may indicate new ways in 

which you can assist and cooperate with industry. 

The CHAIRMAN. The secretary, Mr. Holbrook, has received written 

communications on this subject which I understand he will read. 

Mr. Ho~unoo~. We mill now show and explain certain pictures 

which have been submittea by officials who were unable to attend the 

conference. 

PBPFX OF EDWARD H. STRORRIDGE, SEALER OF WEIGHTS AND MEASURES, 

COUXTY OF ALANEDA. CALIF. 

When I came into the department in 1911 there was in use a Ford 

truck which carried 2,000 pounds of weights, and all our heavy apparatus, including wagon scales, were tested with this weight. In 

1919 I conceived the idea of a more thorough test and bought an 

Autocar and had a body built thereon with a derrick fastened on 

one side for the loading and unloading of the dolly. We then made 

a test of 2,QOO pounds on each corner of the scale. Our loaded truck 

weighed 10,000 pounds and was used as an auxiliary weight. On 

account of its short wheel base we could get a fairly accurate twospot test. 

During the last two years, with the advent of the automobile 

scales, most of them of the capacity of 20 tons, P felt that we were 

not giving these scales as good a test as they ought to have, so I 

conceived the idea of having a larger Autocar truck which is inclosed with sheet iron with an overhead track running through the 

center along the lines of the Bureau of Standards railroad track 

scale testing equipment.ll I have tried to get away from the great 

bugbear of handling the 50-pound weights by having constructed a 

number of 500-pound weights, which are handled by a Yale spur 

geared block. 

Our dolly, which weighs 500 pounds, is equipped with Timken 

axles with roller bearings. We place five 500-pound weights on this 

dolly making a corner test of ly2 tons. Two men have no trouble 

whatever in pulling this dolly around any place they want to when 

loaded. 

We have standardized the truck at 16,000 pounds. The only variation in this weight will be the amount of gasoline consumed. We 

take pains to hare the gasoline tank filled each morning, and we 

are fixed so that we can measure the outage of gasoline so that 

at no time is there a variation over 10 or 12 pounds. We drive 

our truck onto one end of the scale, weigh the same, and then run 

the dolly on. This gives us an absolute weight. We then pull the 

truck on to the other end of the scale and go through the same 

performance. Some of our old 10 and 15 ton wagon scales are having the surprise of their lives on this kind of a test. This is going 

See fig. 4, facing p. 58. 
60 BUREAU OF STANDARDS 

to be the means of the elimination of this type of apparatus for the 

weighing of trucks. 

We also carry a small dolly which weighs 350 pounds, which we 

load with the 50-pound test weights that are used for the testing 

of dormant scales. There is an opening in the side of the truck 

where the 50-pound test weights are stored. It is our policy whereever we can to test the scales to full capacity. 

PAPER OF W. E. THOMPSON, SUPERVISOR OF SCALES, STATE OF MIXNESOTA 

Our equipment for testing large-capacity livestock scales consists 

of two solid cast-iron rollers, each weighing 6,060 pounds, which are 

placed one each side of the center of the scale platform as the two 

inner rollers. The two outer rollers, placed near the ends of the 

platform, are solid cast iron and weigh 4,400 pounds each. We also 

use 6,000 pounds of 50-pound test weights which are placed on each 

side at each end of the scale on clean planks, and 20 pounds of brass 

" correction " weights which are placed on clean boards on the scale 

platform. A set of demountable wheels is used for transporting the 

test rollers. 

The equipment is supplemented by a master scale, housed in one 

of the warehouses, the whole being owned by the St. Paul Union 

Stockyards Co., of South St. Paul, Minn. The original request 

for this equipment, including the master scale, was made by the 

Minnesota track and hopper scale department of the Minnesota Railroad and Warehouse Commission in December, 1919. At that time 

we were using 8,000 pounds of the department's 50-pound test 

weights in the test of these livestock scales, of which there are to-day 

20 in this yard. 

The time element involved in making a test with individual 50- 

pound test weights, even of so small a mass as 8,000 pounds, was 

extreme and consequently expensive. It, not only meant the employment of at least four men to handle these weights, but it meant 

taking practically a half day to make a satisfactory test of a given 

scale. Moreover, it has long been recognized by us that scales may 

return correct results under tests of a small mass of test weights 

without being correct at larger loads. These considerations led the 

department to make the request for the mobile equipment described. 

The axles attached to the 

rollers are each equipped with large eyes in which it is possible to 

quickly engage the tongue or pole, similar to the manner in which, 

in the old days of horse-drawn fire apparatus, it was possible to 

pick up the pole and swing the horses away from the engine or 

apparatus in a moment's time. In moving these testing rollers from 

place to place by means of the demountable wheels and placing them 

on clean skids at the end of the scale and using clean skids on the 

scale we are enabled to keep away from all accumulation of moisture 

and refuse. The same is true in the use of the 50-pound test weights. 

All of this equipment being carefully calibrated and being kept 

in trim shape is conducive to an effort on the part of employees 

using it to keep it that way. 

Two teams are ordinarily used in getting this equipment in the 

stockyards to a given scale and from it to the next scale or back to 

This equipment is extremely mobile. 

. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 61 

the warehouse, as the case may be. One-half of the equipment is delivered at each end of the scale. The total mass of the equipment is 

26,920 pounds. 

While this equipment is owned by the stockyards company and is 

used exclusively in the test of that company’s scales, all located 

within an area of a few acres in the same yards, nevertheless the 

rapidity of movement from scale to scale and the flexibility of the 

equipment are such that it may be very readily used for a test of 

heavy-capacity wagon scales, autotruck scales, or autodump scales 

used in a city’s weighing service. 

One lesson learned by the department, which was very distinctly 

brought home to us several times during the extreme cold weather 

which is experienced in Minnesota, is that the rollers of 6,060 pounds 

are too heavy for rapid and safe transportation. The wheels used 

in their transportation are heavy fabricated wheels, and the extreme 

weight, coupled with the extreme cold, caused the shearing of the 

spokes at their points of contact with the periphery. This led the 

department to suggest to the stockyards company that in making 

their next two rollers their weight be reduced to 4,000 pounds each. 

This idea of the solid cast-iron roller is not new with me personally. It was first developed by Scale Inspector P. D. McFarlane back 

in 1913, when he proposed such a device, of much heavier weight, for 

the test of railroad-track scales, using, of course, flanged wheels in 

ace of the demountable wheels, and contemplating that the device 

These rollers are very quickly moved from point to point on the 

scale, and two men only are needed to handle all of the equipment. 

The following is a brief description of the method employed in 

making the test of a scale: 

After the planks have been placed on the scale to receive the 

equipment and at least 20 pounds of standard correction weights 

have been placed on the scale, consisting of two %pound weights, 

one 2-pound weight, one l-pound weight, and two one-half-pound 

weights, the scale is ready for balance and a determination of the SR 

without load. This arrangement of correction weights has been 

found very satisfactory, as it allows speed in entering the necessary 

corrections as the test progresses. While the equipment has been 

gotten ready and the correction weights arranged, all under the 

supervision of the millwright of the stockyards company, the scale 

inspector has fastened a graduated rule on the trig loop and secured 

the reading pointer, so placed on the beam that its point passes in 

front of the graduated rule to form an indicator. A medium-sized 

bulldog paper clip is clamped onto the beam. This is then used in 

getting a fine balance. The inspector has by this time also arranged 

his test report with the necessary information filled in, giving the 

number of the scale, the number of the beam, capacity of the beam 

and its minimum graduation, the commodity weighed, the scale 

owner, the number of the test, and the date and page number of the 

report, together with the time recorded as to the commencement of 

the test. After getting a fairly close balance with the balance ball, 

the bulldog clip is used to secure the absolute balance. The SR is 

then taken both for the upward and downward movement of the 

beam. 

E‘ e carried in a transporting car. 
62 BUREAU OF STANDARDS 

One 50-pound test weight is next placed on the scak and the observation taken and recorded. Correction weights are either added to 

or taken from the correction weights on the scale to determine the 

balance at the same point as originally started with. The difference 

between the correction weights on at the close of the observation and 

the weights on at its commencement indicates the error at that point. 

This operation is continued in 50-pound steps up to 300 pounds. 

Then it is continued in 100-pound steps to the capacity of the fractional poise, then in 1,000-pound steps up to 6,000 pounds. This 

means that all of tlie 50-pound test weights have been placed on the 

scale, and that observations have been taken and recorded for each 

one of these steps. 

One of the rollers weighing 6,060 pounds is now placed over section 2 and the reading taken. The second roller of this same weight 

is now placed over section 3 and the correction observations and 

records made. No. 3 roller, weighing 4,400 pounds, is then placed 

over section 1. It is 

understood, of course, that for each increment of testing equipment 

added the proper observations and records are made, indicating the 

results that are found at each individual step. After the addition 

of No. 4 roller we now have all available standard equipment on the 

scale, totaling 26,020 pounds.12 The SR is again taken at this point. 

both for the upward and downward movement of the beam. The 

poise is now rolled back to zero and a ratio reading is taken, using 

the proper amount of standard weights on the tip hanger. This 

makes a check of the weight of the poise and also determines the 

error in the lever system. This method of taking a ratio reading is 

followed frequently at the 6,000-pound and at the 18,120-pound steps. 

Following the ratio reading at 26,920 pounds, all of the weights are 

now removed and the balance is checked. The time of completion 

of test is then recorded. 

An inspection of the lever system and pit is then undertaken. All 

of the working parts are carefully examined, notation of conditions 

found is made, and all necessary corrections with subsequent retest 

follow. On completion of tlie final inspection and final test, the time 

is again recorded. This inspection service following a test of the 

scale is essential, even though the scale tests out at all points within 

the tolerance. It is a part of the regular maintenance service and 

should not be slighted. It may be asked why we jump from 6,000 pounds to 12,000 pounds, 

then to 18,000 pounds, then to 22,000 pounds, and last to 26,000 

pounds, seeming to ignore the other notches of the beam. In this 

connection it should be stated that all meighbeams are calibrated , 

by us in the scale shop, either of the manufacturer or of the department, whether they are from the first hand, new stock of the manufacturer, or have been shop repaired, before such beams are placed 

in any scale. 

The full and complete test and inspection report is made at the 

scale. The original is sent to the State supervisor of scales and a 

copy each to the State supervisor of public stockyards, the weight 

supervisor for the packers and stockyards administration, and the 

scale owner, which in this case is the St. Paul Union Stockyards Co. 

Next No. 4 roller is placed over section 4. 

*aSeer fig. 5, facing p. 69. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 63 

PAPER OF L. J. BLLEN, CHIEF INSPECTOR OF WEIGHTS AND MEASURES, 

CITY OF SEAITLE, WASH. 

Our equipment consists of a 1-ton capacity Garford chassis with 

top built to order.13 The gross weight of the truck and equipment is 

6,400 pounds. A small door on either side just to the rear of driver’s 

seat opens into a compartment extending across the truck, wherein 

small equipment is carried. Also in the rear of the driver’s seat, 

opening from the inside, is a hinged-cover box for tools and miscellany. 

A telescopic or extension rail track is attached to the ridge board 

running from the driver’s seat to the rear doors. This track is 

capable of a 2-foot extension beyond the doors when in use and is 

made in part from R-W 1Qgauge standard channel track. It carries a four-wheel hanger to which is attachable a %-ton Yale differential block. This attachment is used in handling the steel dolly, 

also for suspending a specially constructed 200-pound capacity checking scale. When raised and lowered by means of the chain block the 

dolly is empty. A cradle is provided on which the dolly rests when loaded in the 

truck. The weight of the steel dolly is 215 pounds. It is equipped 

with wheels 14 inches by 2% inches, with roller bearings, and with 

a detachable handle. The purpose of this dolly is obvious, but I 

will add this comment on the odd 15 pounds: Its value lies in the 

quick determination of differences on the heavy-draft scales, on 

which the major graduations range from 100 to 500 pounds, it being 

necessary in such cases to employ only the tare beam. 

There is also provided a small hand truck weighing 50 pounds 

with a specially constructed long nose capable of supporting nine 

50-pound weights, thus giving a total of 500 pounds. 

Supplementing the equipment described above, the department 

has both a Dodge and a Ford roadster, which are used in connection 

with pump inspection and other light work. 

Mr. HOLBROOK. Thenext equipment illustrated is used by the State 

of Michigan. I will ask one of the representatives from that State 

to explain it. 

REMARKS OF H. R. ESTES, SEALER OF WEIGHTS AND MEASURES, CITY OF 

FLINT, MICH. 

A Reo truck with inclosed cab and open body is used by the State 

division of weights and measures of Michigan.l‘ Permanently 

mounted on the floor of the body is a hand-operated drum hoist 

by means of which a standard load of 1,000 pounds is lowered from 

the truck to the scale platform, and vice versa. This hoist is equipped 

with such an efficient braking mechanism and is so geared that one 

man has no difficulty at all in raising or lowering the 1,000-pound 

load and in keeping it under control at all times. This load consists of a dolly, 50-pound weights, and a metal cover, and is handled 

as a unit during the tests of large scales. The 50-pound weights can 

readily be removed, however, whenever this becomes necessary for 

the testing of smaller scales. 

13 See fig. 6 facing p. 59. 14 See fig. 7: facing p. 59. 
64 BU€&EAU OF STANDARDS 

When the loaded dolly is being lowered from or raised to the 

truck a removable metal track, engaged at the back of the truck 

body and leading to the ground, is utilized. In testing a scale the 

dolly is moved about to various positions on the scale platform for 

corner tests, center tests, etc., after which the truck is run onto the 

scale to supply dead weight, following the method with which all of 

you are familiar. 

Other equipment, including small weights, tools, gasoline measures, etc., are, of course, also a part of the truck equipment. When 

in transit a weatherproof cover protects all of the equipment carried. 

REMARKS OF GEORGE B. MOORE, CHIEF INSPECTOR OF WEIGHTS AND MEASURES, COUNTY OF ALLEGHENY, PA. 

This seems to be quite a problem to solve in many of the State and 

county departments, due usually to the lack of funds appropriated 

for equipment. 

Allegheny County took a step forward when the county commissioners purchased the following equipment for the county department of weights and measures: One %-ton White truck of the 

ambulance type, equipped with a 50-inch stormproof cab, express 

type body with lattice screen sides and door, curtained for stormy 

weather, fitted with angle guide rails running the full length of the 

body, two sets of rails on each side, fitted to the width of a 50-pound 

square standard weight, permitting 10 weights to stand in a row, 

or a total of 40 weights, equaling 1 ton. This gives an equal distribution of the load over the entire body of car and prevents sliding 

of weights from one side to the other. 

The car is also equipped with SL box of smaller standard weights, 

ranging from one-sixteenth ounce to 10 pounds, and other apparatus. 

This truck makes it possible for the inspector to take care of all 

heavy-duty scales in his territory and to test scales of stores and 

hucksters. Three Dodge touring cars were also purchased. 

After trying several different kinds of trucks and equipment we 

are firmly convinced that our present outfit is the ideal equipment, 

permitting our inspectors to go out in all kinds of weather and 

always to be assured that they will have power and speed to approach any mine in our district. This is a very important factor 

and one that caused us many difficulties in the past, as our cars 

usually lacked the power to travel the steep approaches to the mines 

and meet the demands made upon them in long and difficult drives, 

causing many delays to our inspectors and lack of efficient service to 

the public, which is always the most important in our minds. 

REMARKS ON EQUIPMENTS USED IN SOME OTHER JURISDICTIONS 

Mr. HOLBROOK. In the equipment used in the city and county of 

Los Angeles we again find a truck fitted with an overhead trolley 

and carrying an auxiliary truck to be used in moving the test load 

about on the scale platform. In a letter about this outfit C. M. 

Fuller, the sealer, says: 

“See 5g. 8, facing p. 69. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 65 

Our idea for equipping the truck for testing heavy-duty scales was derived 

from the outfit used by the Bureau of Standards in testing railway track 

scales. It is equipped with a trolley block moving on an overhead I-beam. 

The small buggy which is shown being unloaded in the picture is sealed to 500 

pounds, and we have a number of weights of 500 pounds each which are loaded on this buggy. 

You will also observe that 50-pound weights and other equipment 

are also carried with this truck. 

This view [indicating] shows another California equipment being 

used in the vicinity of Sacramento by the State department of 

weights and measures. In this case it is apparent that 50-pound 

weights are employed as a testing means with a dolly somewhat similar to those described in other discussions. The weights are swung off by means of a crane, and corner tests can then be made. Probably 2 tons of weights are shown in that equipment. 

(At this point Mr. Holbrook briefly described a number of views 

including the equipments used by the Bureau of Standards in testing mine scales and railroad track scales, wagon scale testing by the 

bureau, etc.) 

APPARATUS AND METHODS FOE FACTORY TESTS 

REMARKS OF A. BOUSFIELD, CHIEF ENGINEER, E. & T. FAIRBANKS & CO. 

Since the advent of the I. C. C. docket 9009, section 2-B, pertaining to hopper scales, and the somewhat active demand for scales 

to meet these specifications for terminal elevator service, E. & T. 

Fairbanks & Co. supplemented their existing testing equipment for 

heavy scales and are now able to test a 2,500-bushel hopper scale 

up to full capacity at the factory and be sure of its performance in 

the field under capacity loads. 

The scale is set up on a structural steel subframe resting on a 

concrete foundation in the factory erecting shop. The main bearings 

are attached to an I-beam framework, which approximates field conditions. The various parts of the scale are carefully inspected as 

they come through the various manufacturing departments and are 

subjected to a final check by an experienced erector when they reach 

the erecting shop and before being set up. The scale is then carefully 

erected and the beam balanced, care being taken to see that its action 

is constant and the SR satisfactory. We usually adopt an SR of 

from 3 to 3% pounds with the scale unloaded; anything less than this 

makes the beam very sensitive to air currents and difficult to handle 

for testing. The plus errors are read by applying grain weights 

to the counterpoise, and the minus errors are read by applying small 

weights to the hopper frame. 

After balancing, the first operation is to seal the corners, using a 

10,000-pound weight for this purpose. Nose-iron adjustment is continued until all corners are correct to within one-half pound. The 

10,000-pound weight is then removed and a 2,000-pound load applied 

to each corner, so as to approximate the conditions of a field test. 

Beam readings are taken and the 2,000-pound weights removed. 

Each corner is then loaded with a 10,000-pound weight, or a total load 

of 40,000 pounds is applied, and a beam reading taken and the SR determined. An additional 10,000-pound weight is then applied to 
66 BUREAU OF STANDARDS 

each corner, thus giving a total load of 80,000 pounds. A beam 

reading is then taken and the SR determined. Two thousand pounds 

is then applied to each corner so as to approximate half-load field 

conditions of testing, and a beam reading is taken. 

The 2,000-pound weights are then removed and an additional 

10,000-pound weight applied to each corner, thus giving a total load 

of 120,000 pounds. A beam reading is then taken and the SR determined. A 10,000-pound weight is then added at each end opposite 

the beam and a 2,000-pound weight at the center, thus giving a total 

load of 142,000 pounds. Again the beam reading is taken and the SR 

determined. 

A 2,000-pound weight is then applied to each corner so as to again 

approximate the conditions of a field test. The scale is then tested 

to 150,000 pounds, or full capacity. Again the beam reading is 

taken and the SR determined. 

The test weights are then removed and a balance check taken at 

the points where the beam readings were taken. The following is 

the record of a typical test of this kind. It will be noted that the 

field-test error would be minus 6 ounces on the test load of 8,000 

pounds, or well within the manfacturers’ tolerance of one-fourth 

pound per 1.000, as set forth in docket No. 9009. 

Pull capacity factory test 

..................................................... 

1.. ................................................... 

2 ..................................................... 

3 ..................................................... 

4 ..................................................... 

1 ..................................................... 

2 ..................................................... 

3 ..................................................... 

4 ..................................................... 

1 ..................................................... 

2 ..................................................... 

3- .................................................... 

4 ..................................................... 

1 ..................................................... 

2 ..................................................... 

3 ..................................................... 

4 ..................................................... 

1 and2 .............................................. 3 and 4 .............................................. Center ............................................... 

Comer 

Pounds 0 

2% 

2% 10,000 

10,000 

10,000 

10,000 

20,000 

20,000 

20,000 

20,000 

30,000 

30,000 

30,000 

30,000 

210,oOO 

210, OOO 

2 2,000 

1 Load 

1 ..................................................... 

2 ..................................................... 

3 

4 

..................................................... 

..................................................... 

Total load ............................................... 

2,000 .......... +2ounces ................... 2,m .......... 0 ............................ 2,000 .......... - 2 ounces .................. 2,000 - 2 ounces 

150, 000 + pound ....... 4 

-~ 

.......... .................. 

I 

Total 

load 

Pounds 0 

1 8,000 

40, 000 

so, 000 

120, 000 

142,000 

Error 

- 3 ounces ....... - 4 ounces _______ 

+2*/7 pounds.-.-. 

-2% pounds--.-. 

+1 pound 

READINGS FOR ADDITIONAL 2,000-POUND CORNER LOAD 3 

Sensibility 

reaprocal 

~ounds 

3 

3 

3 

3% 

3% 

4 

1 Removed after readings were taken. 2 In addition to preceding load. 

In conclusion, I wish to add that as a result of some 50 fullcapacity tests which have been conducted in the factory within the 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 67 

last year or so we believe the heavier the corner load the more accurate are the results given for the actual performance of the scale. 

With an 8,000-pound corner load the error seems to be somewhat 

excessive, while with 24,000 pounds on the corners we get pretty 

accurate results. I simply mention this because in some of the recent 

tests that we have made in large terminal elevators for this type of 

scale 24,000 pounds have been used instead of 8,000, 10,000, or 12,000, 

and I think it has probably given more accurate results. 

REMARKS OF C. A. LINDSAY, DISTRICT MBNAGER, HOWE SCALE CO. 

Mr. Chairman and gentlemen, the views to follow on the screen 

illustrate our standard practice of sealing each scale with a fullcapacity test load. Levers for scales are first sealed individually. A 

scale is then completely assembled for the full-capacity test. About 

160,000 pounds of sealed weights are in constant use. These 

weights are in 50, 100,200, 500, and 1,000-pound units. Special apparatus has been designed for the handling of these heavy weights 

with ease and rapidity. 

This slide [indicating] shows the sealing of the levers of an industrial scale. A special jib crane with traveler is handling a 1,000- 

pound weight. 

This slide [indicating] shows the sealing of the levers of a wagon 

scale. The scale is under a full-capacity test load of ,500 and 1,000- 

pound units. Cylindrical weights are used because square pattern 

weights are subject to broken corners in handling. 

The same method is carried out on all scales, and this illustration 

[indicating] shows the 500-pound weights used, totaling 3,500 

pounds, on an automatic dormant scale. Note the jib crane with the 

traveler by means of which the test weights can be placed on the 

extreme edge of the platform with ease and rapidity. 

This slide [indicating] shows a total capacity of 72,000 pounds 

on a 1,200-bushel hopper scale. The method of testing, of course, 

is the same except that instead of using the crane we are now using 

tracks and test car which can be controlled by hand operation. 

This slide [indicating] shows a railway track scale being assembled 

on the floor for sealing. This is a four-section scale, and each section 

will be tested to capacity. It will be built up to permit the test 

car to be brought forward and supported on any one section. 

This slide [indicating] shows a similar assembly of a four-section 

ball-bearing platform scale. It will be built up and given a similar 

test. 

We have now [indicating a slide] built up the platform and are 

sealing the railway track scale. Two 20,000-pound and one 40,000- 

pound test cars are used to make a sectional capacity test load of 

80,000 pounds. 

We are sometimes asked to explain and suggest methods for recording tests in factories and so have designed a scale test record 

form which is self-explanatory and not too detailed. This has been 

used for factory inspection and general inspection work. I will be 

very glad to supply a copy of this form to anyone interested. 

66436"-2- 
68 BUREAU OF STANDARDS 

REMARKS OF M. H. WINSLOW, PRESIDENT, WINSLOW GOVERNMENT STANDARD SCALE WORKS (INC. ) 

I am an inventor and manufacturer of heavy-capacity scales and 

have worked on them during the past 38 years. The first few years 

were devoted to learning the trade, helping to manufacture in the 

factory, and installing, inspecting, and testing in the field. In this 

way I acquired actual experience and became familiar with the 

various types. In those days heavy-capacity scales were installed in 

very shallow pits, so that inspection was extremely difficult. Railroad track scales were built with as many as eight sections, had a 

very large number of parts, and were set on wood. Is it any wonder 

that they had trouble in keeping the scales weighing correctly ! 

The first railroad track scale I designed was 64 feet long and had 

only four sections. It was installed in a pit deep enough to be accessible for inspection. Later I made scales 72 and 82 feet long, 

some of which are still in service, though not with my approval. 

Then was built a master scale designed exclusively to weigh test cars, 

and we operated such a car for the testing of scales. Then came the 

track scale using steel I beams for platform supports, followed later 

by a scale set on solid concrete without a substructure of steel or 

wood. There was much criticism of this at first on the ground that 

wood was necessary on account of its cushioning effect, but the scale 

did not break down, and now this character of installation is very 

common. Finally, in 1920, the Bureau of Standards issued Circular 

No. 83, recommending that not more than four sections be used in a 

railroad track scale. This marked a new era in railroad track-scale 

construction. 

Now, I respectfully invite your attention to a new development in 

railroad track scales, namely, the two-section scale. I wish to say in 

all earnestness that I am convinced after observation on such a scale 

installed for nearly two years that just as the four-section scale 

is conceded to be a long step ahead of the old six or eight-section scale, so the two-section scale will be another long step in advance, for I think it has the following advantages: First, there are 

no inner sections to reflect errors; second, all levers are of the same 

class; third, there are only seven levers in this scale; fourth, the 

maintenance cost will be much less; and, fifth, there are no links 

or loops under the platform to rust or cause friction. I will be 

pleased to answer any question about the two-section type of scale. 

I thank you. 

The ACTING CHAIRMAN. This has been a very interesting list of 

papers. Are there any questions from anyone! 

(At this point, at 1.15 o’clock p. m., the conference took a rems 

until 2 o’clock p. m.) 
FOURTH SESSION (MORNING OF WEDNESDAY, MAY 

27, 1925) 

The conference reassembled at 10 o’clock a. ni. at the Bureau of 

Standards, I. L. Miller, first vice president, in the chair. 

THE PROGRESS OF WEIGHTS AND MEASURES IN THE FAR WEST 

REMARKS OF WILLIAM A. DALZIEL, DEPUTY SEALER OF WEIGHTS AND 

MEASURES, STATE OF OREGON 

c 

Mr. Chairman, brother delegates, and visitors, I wish to say that it 

is an extreme pleasure on my part to attend a national weights and 

measures conference. For the six years that I have been with the 

department I have endeavored to make the trip, but this is the first 

time my ambitions have been realized, and I certainly appreciate the 

privilege of being here. 

In our vast and growing western country great progress has been 

made during the past few years, and we have advanced from the 

crude practices of the early days to more modern ideas. There was 

a time in our country when a great many people had an idea that the 

heavy team or truck scale was like a sidewalk-when once put down 

it was there forever and required no attention; but time has changed 

this erroneous idea, and through the ceaseless efforts of the weights 

and measures officials and the educational work of the department 

many old-time customs have been abolished and a very generous cooperation is manifested from owners and operators of this type of 

scale. 

During the remarks yesterday ancl the pictures that were shown 

of the tests to determine the accuracy of team or truck scales, I was 

reminded of a story told me by a gentleman who claimed that he saw 

the occurrence. In the early days the weights ancl measures department was conducted on the county plan. Each county would 

appoint an official called a county sealer, and the equipment furnished this official was very meager, indeed. In a remote town in the 

State my informant was in a store when a gentleman came in dressed 

in the old-fashioned western style and carrying a 5-pound weight in 

his hand, who told the storekeeper he had come to test the team 

scales. My friend was interested in team scales and went out to see 

the man make the test, The inspector removed some clods and mud 

that were on the scale, balanced the beam, set his little 5-pound 

weight on each corner, and took the readings. Of course, we all 

realize that that would not be considered a very good test these days, 

but it just goes to show the idea that they had in the early days. A word might be said here relative to the good work carried on 

through the ofice of secretary of state, which department has chargo 

of all licenses issued to the owners of automobiles in our State. No 

weight will be taken over any scale that has not been approved by 

69 
70 BUREAU OF STANDARDS 

the weights and measures department. This has resulted in a better 

understanding with the operators of heavy-capacity scales and 

teaches -. . them the benefits derived from keeping their scales in proper 

condition. 

To-dav the State of Oregon is divided into four districts, each 

assigned" to a State inspecto; Each man has an automobile with as 

many weights as the car will conveniently carry together with his 

other equipment. It is the duty of each district sealer to get over 

his territory as often as he can with the funds with which he has 

to work. Considerable difficulty has been experienced during the 

past years in sending proper equipment into some of the more 1" 

remote parts of our State; in fact, it is almost impossible to meet 

some of the conditions that exist even at the present time, due to 

the magnitude of this vast country so different from the thickly 

congested Eastern States. It might be interesting to some of the 

representatives to know that in Oregon the smallest district embraces 

over 5,000,000 acres of land and the largest over 25,000,000, and 

scattered through this vast country are small towns and settlements 

which receive the same attention that is given the larger cities. 

Thus it will be apparent to all that we have tremendous problems to 

meet that do not exist in the eastern cities or States. 

From the following report you can readily understand that me 

have done a remarkable work with the money placed at our command, and I may say that were it not for the very loyal men who 

work through our office, men who have placed real, true citizenship 

above the dollar, we could never have accomplished this amazing 

result. Every scale, gas and oil pump, and other piece of weighing 

and measuring apparatus receives at least one inspection each year, 

and in the larger cities as many additional tests as possible are made 

after the first inspection. 

During the past biennium me have made the following inspections : 

Scales, 24,475 ; weights, 52,067 ; liquid measures, 24,592 ; oil pumps, 

4,468 ; and gas pumps, 3,622. In addition to this, we make a miscellaneous inspection of various articles of foodstuff, including flour, 

mill feeds, small berries, prunes, and all other commodities which 

are sold upon our markets. We also inspect all mercantile establishments, which include groceries, confectionery stores, fish and poultry 

markets, ice plants, fuel yards, hop yards, etc. In fact, it is necessary for our inspectors to go through almost every kind of mercantile establishment in order to locate the various apparatus used 

'in the commercial world. 

In addition to the regular inspection work required through the 

weights and measures department, we also have additional work 

which has been placed upon us through a new law which is termed 

our bedding inspection law, which requires the inspection of mattresses, pillows, and other articles of bedding that are manufactured 

or sold throughout the State. 

Another problem which confronts us is the gentlemen known as 

the " short-weight artist," whose activities keep our inspectors ever 

on the alert, for no matter how correct his scale may be he always 

bears watching; and while at times the shortages are small, yet we 

believe that the purchaser is entitled to the full weight for the money 

he pays for the commodity. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 71 

I expect to learn many things of value from my attendance at this 

conference, things that mill be of great value to the State of Oregon, 

and which I may be able to communicate to the people through the 

department in which I am employed; and from the benefits we may 

derive from this information I will be able to give a greater report 

to this honorable body should it be my good fortune to again be in 

attendance. 

REMARKS OF R. H. THEILMANN, INSPECTOR OF WEIGHTS AND MEASURES, 

STATE OF ARIZONA 

Mr. Chairman and delegates, for the benefit of the gentleman mho 

preceded me I will say that I also come from a State that has a 

fairly large territory, and the progress that has been made since we 

were admitted to the Union as a State in 1912 has been very great. 

It is plainly seen that this was the last and greatest valentine 

Uncle Sam had the good fortune of receiving. The Territorial laws 

were adopted and became the laws of the new State by virtue of the 

enabling act approved June 20, 1912, and there being no Territorial statutes on the subject of weights and measures, the congressional laws were the rule of action in the matter. 

The third session of the first State legislature of the new State, 

being in session from April 14 to May 17, 1913, passed the first law 

entitled to the designation of ‘b weights and nieasures.” This law 

was codified into the civil code of 1913, constituting the State and 

Territorial statutes up to that time, and has remained the weights 

and measures lam of the State without amendment, except as the 

same was affected by the budget and appropriations of administration. This law is no different, either for better or for worse, from 

the law ordinarily made by a State legislature under the same circumstances. The bulk of it seems to have been copied from the suggested model forms contained in the handbook series given out by 

the Bureau of Standards. In general, the laws are general, reciting 

in stilted legal phraseology the work to be done by the inspector 

after his appointment by the governor and giving his surety bond 

as provided by statute. 

Since the admission of the State there have been two governors 

and five inspectors of weights and measures. The law calls for an 

inspection each year, but the territory is so large that it is physically 

impossible to get over the ground more than once in two years and 

cover the important scales in the cotton regjons once each year. The 

progress, therefore, has consisted chiefly in the completeness with 

which the work is done one year following another. 

Desert and mountains are the chief 

characteristics. There is just one system of streams in the Statethe Colorado River system. Practically all the State is in this system, and it constitutes 43 per cent of this third largest river system 

in North America. The earliest settlements naturally were along the 

river valleys and in the mountain mining districts. The economic 

interests are those of the range, mines, and agriculture. Naturally 

the aggregations of population are wide apart. Eight cities of over 

5,000 inhabitants each constitute the urban strength of the Stat,e. 

These, by statute, manage their own inspection, with a general superArizona is an arid State. 
72 BUREAU OF STANDARDS 

vision by the State. These towns are, in the order of their age: 

Tucson, Prescott, Globe, Phoenix, Nogales, Bisbee, Douglas, and 

Miami. These range in population from 7,000 to 40,000. All the 

rest of the State comes under the direct control and authority of the 

State office. 

to go from one place to 

another. Little could be done by the lrst inspector in 1912 and 

1913. He visited the principal places reached by rail, and hired 

transportation to other minor localities, and in this way made a fair 

showing under the circumstances. The drawback was principally 

in the matter of transportation. Since that time the system of 

State and county highways has been so much improved that in 

the present incumbent's first two years every village and hamlet, 

every railroad station, and many isolated stores and ranches where 

any commercial business was carried on were visited and their devices inspected and sealed. In so wide a range there have, of course, 

been a few exceptions. The remarkable feature has been that in 

the inspections made, reaching in scales to 3,552 and in gas and oil 

pumps to 1,230, there have been necessary less than 2 per cent condemnations, and the citizens of Arizona can be counted on as giving between 99 and 100 per cent cooperation in carrying out the 

purposes of the law. 

The difficulties we have encountered are the same as in other 

States and cities. Our conclusion is that gas and oil are best 

measured by actual containers, but our legislature failed to pass 

bills introduced to accomplish this. We had some trouble relative 

to the weighing of hay for shipment out of the State, not on account 

of the scales themselves but on account of the tare weights of the 

cars. The jurisdiction relative to the cars is under the cor oration 

commission and also the Interstate Commerce Commission. f should 

like to consult with State inspectors from States shipping agricultural products, particularly hay and cotton, and also from 

States such as Colorado and Montana, relative to the inspection 

of scales in connection with smelters, mills, and mines, 

Progress is dependent upon the abilit 

DISCUSSION OF ABOVE PAPERS 

The ACTING Cxm". This, I think, indicates the universal 

interest in the subject. These two papers are open for discussion. 

Mr. WARNER. Mr. Chairman, I would like to ask the gentleman 

from Arizona for more details of the bill that he introduced in the 

legislature regarding the sale of oil and gasoline. 

Mr. THEILMANN. The bill was about like this : That containers 

that are actual measures should be exempt from inspection during 

the unimpaired life of the container after the device has once been 

inspected. That would result in all apparatus for measuring by 

means of a pump gradually passing out of existence. The pump 

would be used merely as an elevator to the container. The bill 

did not get further than the senate. 

BIETKODS OF SALE OF HAY AND WOOD 

Mr. EGAN. I would like to ask the gentleman from Arizona what 

he considers a ton of hay? Of course, if it is in bales the weight 
EIGHTEENTH CONFERENCE ON WEIGHTYj AND MEASURES 73 

can be determined, but there seems to be a difference of opinion 

as to lthe number of cubic feet in a ton of well-mowed hay in stacks. 

Mr. TH~ILMANN. We have no statute in Arizona with respect 

to that, but in measuring hay in the stack rules are adopted that 

are followed in common usage in some of the other States. 

Mr. VAUGEIAN. Mr. Chairman, I would like to ask the gentleman 

from Connecticut if the statutes in Connecticut specify the displacement. 

Mr. EGAN. No, they do not; and the reason I inquired from 

the gentleman from Arizona is that we had some authorities taken 

from California to the effect that a ton of well-mowed hay contains 

555 cubic feet. We also have no statute in regard to a cord of 

wood. 

Mr. DALZIEL. I would like to state, Mr. Chairman, that in our 

State we have a law that wood must be sold by a cord or fraction 

of a cord, and that a cord is 128 cubic feet. We also have a rule 

that wood delivered in the condition in which it is bought must contain 128 cubic feet to a cord. For instance, if you bought wood cut 

in 16-inch lengths and specified that you wanted a cord, it would 

have to be 128 cubic feet of wood. We believe in the 128-cubic-foot 

cord. 

In regard to the hay situation, in the eastern section of Oregon 

they have very little rain, and the result is that in that section the 

hay will shrink differently from hay grown in other sections. We 

have no hay law, although measurement in stacks is not so hard. 

With the stack measurements there is a little difficulty in determining the tonnage, but we require 2,000 pounds to the ton the same 

as for coal. 

Mr. SWEENEY. MrChairman, I would like to state that in Massachusetts we have at the present time what we consider an exceptionally good law concerning the sale of wood. We have, in the first 

place, a statutory definition of what cordwood is and what firewood 

is. Under the statutory definition cordwood is defined as wood cut 

in 4-foot lengths, including half the kerf. All wood cut less than 4 

feet in length is termed firewood. The law prescribes that wood shall 

be sold by the unit of measurement termed the cord, and that a 

cord shall consist of a pile of wood 8 feet long, 4 feet wide, and 4 

feet high, close stacked. In addition, when wood is sold, either as 

firewood or CodWood, a certificate or memorandum must be delivered to the purchaser and this must show the name and place of 

business of the seller, the name and address of the buyer, a statement of the quantity of wood in terms of cords or cubic feet, and the 

signature of the measurer. 

Mr. TNEILMANN. Our law in regard to wood is almost precisely 

the same as the Oregon law. Wood must be sold by cords and 

fractions of cords, and it is unlawful to advertise or sell wood by 

the rack or wagonload or anything like that. 

CHANGE IN NAME OF CONFERENCE 

Mr. HOLBROOK. Mr. Chairman, this conference since its inception 

has been usually known as the “Annual Conference on Weights and 

Measures.” There are a number of State conferences on weights 

and measures which are also held annually ; therefGre, this organization is not identified as a national organization by its name. It is 
74 BUREAU OF STAATDARDS 

suggested that the name of this organization might well be changed 

to the “ National Conference on Weights and Measures.” In that 

connection I might state that it would help considerably in writing 

to the governors and mayors of cities and the boards of counties if 

we could invite delegates to the “ National Conference on nTeights 

and Measures ” rather than to the “Annual Conference on Weights 

and Measures,” since the scope of the conference would thus be 

emphasized. I would like to get the consensus of opinion of the 

delegates present as to whether or not that is a wise move. 

Mr. EGAN. Mr. Chairman, I move that this organization be designated by the name of the “National Conference on Weights and 

Measures.” 

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

was agreed to.) 

The ACTING CHAIRMAN. I am sure that we are extremely fortunate in having with us again the Secretary of Commerce. He has 

shown very much interest in the work of weights and measures and 

has shown us a very sympathetic attitude; he also has a very wide 

grasp of the problems that we meet in the field of this very great 

work. He needs no introduction from me, and I take pleasure in 

presenting the Hon. Herbert Hoover, Secretary of Commerce. 

ADDRESS BY THE SECRETARY OF COMMERCE, WON. HERBERT 

HOOVER 

Gentlemen of the conference, I have had the opportunity of greeting this conference for five successive sessions, and it is with very 

great pleasure that I welcome you here to-day. I am always glad to 

assist in this niovement in any way I can, or any movement that 

has for its object the solution of existing problems through the joint 

action of the people who are interested in them. When the problems, as in this case, are so directly a part of the whole purpose 

of the Department of Cominerce in its many ramifications, it is of 

even greater interest. Furthermore, these conferences have to my 

mind a rather more penetrating and deep-seated importance than 

might appear on the surface. 

We are all interested and we are all struggling with the great 

problem of the border line of relationship between the Federal Government and the State governments in matters of the most diverse 

and intricate character, particularly those that have come out of 

our economic life. Where we can solve these problems by cooperation between the Federal Government and the State governments we 

have established a new and a much sounder basis of relationship 

than by Federal legislation. You are making a distinct contribution to that problem. 

From my knowledge of this conference on weights and measures 

I am convinced of two facts: The first is that, of course, your objects are highly important; and the second is that the methods that 

you employ to accomplish these objects are the ones that are calculated to bring lasting solutions. Your efforts have been directed 

to the end that the laws and regulations affecting any of the manifold phases of weights and measures be as uniform throughout the 

States as the proper consideration of the varying conditions will 

warrapt. Moreover, it is obviously our wish that the instrumentali- 
'I 

EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 75 

ties of weighing and measuring shall be accurate; that they shall 

provide fundamental safeguards against fraud and that they shall 

establish equity in all the commercial determinations of quantity. 

Your methods of procedure are consonant with our whole national 

thought ; you have instituted preliminary studies by special committees, consultations with representatives of manufacturers and industry, the open discussions at these annual conferences in which all the 

interested parties are invited to participate, then the period of tentative application of your tentative recommendations, followed by 

further study and discussion before final adoption of any given 

regulation. The utility of these methods has not only been demonstrated by your organization, but we also follow this your procedure 

in many other branches of the Department of Commerce as the 

only one which is fundamentally sound in the solution of these complex questions. 

A great many examples of the efficiency of this cooperative method 

in settling problems have already been demonstrated in the department in the last fire years, We are continually in touch with groups 

and associations of business people and manuf actnrers representing 

every section of the country for the purpose of solving these relationships with the public by action within the industries themselves. 

We find generally that the American business people, manufacturers, and service institutions are anxious enough to cooperate with 

us the instant they realize that the day of arbitrary judgments based 

upon insufficient information and blindly administered has yielded to 

one in which conclusions are reached only after all the elements of 

the problem have been weighed and debated. There is developing 

to-day a mutuality of thought and action which is most gratifying 

and which does infinitely more to improve the conditions whose 

remedy is sought than can ever be hoped for by any amount of arbitrary Government action. 

The Bureau of Standards has developed these relationships 

further than the old questions of standards and weights and measures. We hare now penetrated into the great problem of elimination 

of waste in industrial methods by development of commercial standards. We are cooperating to simplify standards in products and 

to establish better grades of quality by common consent. Generally, 

we are trying to bring about the thing that is the dominant sense 

of weights and stanclards themselves, and that is agreement on 

some kind of unit and some kind of accepted nomenclature in conimerce generally. Fundamentally, if we are to have rightful competition we must compete on the same object of precisely the same 

description. We must have terms which will express the same idea 

both to the manufacturer, the producer, and to the consumer. This 

is simply extending the idea of weights and measures into a broader 

field of use. 

We have had an example recently of the relationship generally 

of the Bureau of Standards to two very widely different problems 

in one case furthering the efforts of industry toward the standardization of their products and the other to simplify the processes of 

manufacture coordinated with it. 

The manufacturers of paper bags have adopted standards of 

capacity for bags of the different recognized nominal sizes, and 
76 

0 

BUREAU OF STANDARDS 

they desire to deposit with the Bureau of Standards samples of these 

bags as standard reference samples for the guidance of the industry. 

The plan is that when a manufacturer makes bags conforming to 

these standard samples he will place on such bags a uniform mark 

indicating that fact. That mark, which will be used throughout the 

industry, will inform the consumer that he is buying a bag of standard capacity and will enable the dealer to make direct comparisons 

as to price and quality of the products of different manufacturers. 

This program, the details of which are not all worked out, will not 

alone be a contribution to standardization but will be a contribution 

toward lessening the cost of production, because once we have 

arrived at the standard packages the producers will be able to concentrate on identical articles in manufacture. It will simplify the 

processes of manufacture; it will eliminate a great number of sizes 

and varieties of packages. 

I could cite to you a great many other examples of a similar character. Perhaps the largest program ever undertaken in the department has been that in connection with lumber. It is your duty to 

see that the instruments of measurements are kept accurate while 

questions as to grades and dimensions are simply commercial questions. Now, in that industry they have been for years basing their 

measurements on the board measure. The unit of board measure, 

as you know, is presumed to be a piece of wood 1 foot square and 

1 inch thick; but commercial practice has long since abandoned 1- 

inch-thick boards, which have been gradually thinned down until 

some are only five-eighths of an inch thick and still pass for an 

inch board. 

The problem there was to agree upon what thickness of board 

constituted a 1-inch board; and it is not as simple as it might 

appear, because this problem revolved on whether or not this was to 

be 1 inch thick when green in the tree or dry in the mill, or whether 

it had been planed on one side or both sides. So you can get four 

honest differences of opinion as to the thickness of a 1-inch board. 

As a matter of fact, we found there were something like a dozen 

different thicknesses in current use, but finally, after a prolonged 

debate extending over practically three years, the industry has 

arrived at what they will call a standard board. So long as the 

thickness which they agreed upon performs its functions from a 

structural point of view, and so long as the public knows exactly 

what it is, then real progress has been made. The main issue was 

to insure that all boards shall be of that thickness, and that whenever a man buys a standard board he knows exactly what he gets. 

It assists in eliminating fraud and simplifies the entire processes 

of manufacture and distribution. 

It has more extensive ramifications. There is an enormous nomenclature in the 

lumber industry. Not only do they have five or six grades in order 

to express the quality of boards, but they also have some 500 or 600 

different varieties of trees out of which to make them, and there 

being no standard nomenclature the buyer was never quite assured 

as to what he would receive under any given term, so that we have 

carried that standardization to the point of agreement as to the 

whole of the nomenclature of the woods, the precise definitions that 

Furthermore, that problem goes further still. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 77 

make up the distinctions between grades and quality, as 'well as the 

standardization of dimensions. I give that to you as an illustration as to how far the whole philosophy of standardization has 

extended into the economic fabric. That has the effect of protecting 

the American people from fraud just as your regulatory measures 

have done. It means a great deal in the elimination of waste in 

production and distribution and waste of our natural resources. In 

fact, one of the associations in the lumber industry has estimated 

that this standardization action has saved the American people fully 

$250,000,000 a year already; and in your work ou have this same 

am anxious, and I am sure that you are anxious, that we shall develop these relations upon a basis of intelligent cooperation. 

You have yourselves been the expression of that cooperation in 

your conferences in Washington and have yourselves spread this 

gospel of cooperation between your own agencies and the business 

fabric of your own States. The cooperation on your part.will enable you to make your office a greater power for the common good 

in your community; it will enable you to render greater service 

under the statutes enacted; and it will enable you to raise to their 

highest usefulness the echnica1,howledge and the skill which you 

to welcome you to Wa hirfgton..: You are a part of the machinery 

I thank you. 

contact day after day with the business fabric o f9 the country, and I 

have in your chosen fie 4 d,- Therefore, I *am glad again at this time 

by which we are all t P ying tg make progress through cooperation. 

SUGGESTED AMENDMENT TO MODEL LAW 

Mr. HOLBROOK. It has been called to the attention of the conference very strongly in a paper given by Mr. Barron, of Minnesota, 

two years ago that the penal section of our model law ma be said to 

weighing and measuring apparatus shall be tested, including that 

used for hire or award. However, the penalty section seems to 

limit penalties to weights and measures which are used in determining quantities of commodities only. Now, there is the sale of 

service for which weighing and measuring apparatus is frequently 

used. For instance, taximeters do not measure a commodity; they 

measure a service, the service being the transportation of the passengers. Another instance of the sale of service is that of a laundry 

which does wet washing at a certain price per pound. They do not 

sell the wash; they do not sell a commodity; they sell a service. 

The courts of Minnesota, and perhaps those of one or two other 

States, have held that a man can not be penalized under the law 

for short weight or measure in service. 

Under the circumstances would it not be advisable to add a few 

words to the penalty section which would specify that the present 

penalty for the use of false apparatus should also be applicable to 

apparatus used in the sale of service! If so, we could readily do 

this. 

The ACTINQ CHAIRMAN. Gentlemen, we have for consideration the 

last matter presented by Mr. Holbrook, namely, the question of 

amending the model weights and measures law. I might say in 

be weak in one particular. In the model law it is provi J ed that all . 
78 BUREAU OF STANDARDS 

this connection that we have endeavored to cover this in the revised 

law of Indiana by the words, “ Provided it is used for the measuring of service or the calculating of the value of a service,” etc. 

Mr. SCHWARTZ. Mr. Chairman, in relation to a change in the 

model law suggested, I would suggest that that include not only the 

taximeter and laundry-weighing scale for the weighing of wet wash, 

but also the personal weighing machine. In our State we made 

investigations and tests of these weighing machines and in many 

instances found that they were inaccurate. We tried to bring prosecutions, and when our cases came up in court the defendant’s learned 

counsel usually brought up the question that no commodity was sold 

over the scale in dispute. The courts held that there was no sale. 

In many, many instances people under the care of physicians are 

instructed to determine their weight from time to time, and in doing 

so must continually rely on the accuracy of coin-controlled ersonal 

their own bathroom scale. It follows that these coin-controlled 

scales should be tested the same as any other commercial weighing 

apparatus. 

Mr. ESTES. Mr. Chairman, in order to conserve the time of the 

conference I belige it would be,more appropriate to put that in the 

hands of a special cozqittee, I move. that the chair appoint a 

committee to consider f the amepding of the model weights and 

(The motion was seconded.)“ 

Mr. WARNER. Mr. Chairman; why not refer that to the committee 

on specifications and tolerances as lan as we have that committee? 

Mr. WARNER. Yes, sir. 

(The amendment was seconded.) 

Mr. THEILMANN. Mr. Chairman, I would like to ask if the matter 

under discussion is not important enough to be placed in the hands 

of a special committee, and, further, whether the committee on 

specifications and tolerances has not enough to kee them busy without tackling such an important subject in additionf For this reason 

I would oppose the amendment. 

The question was taken, and the amendment was adopted.) 

The question was taken on the amended motion, and the motion 

was adopted.) 

weighing machines, since they usually have not the means o P having 

measures law. d: 

’ 

The ACTING CHAIRMAN. Do you ma i e that as an amendment? 

* 

PROPOSED METHOD OF TEST OF TAXIMETERS 

By RALPH W. SMITH, Bureau 01 Standard8 

Most of you will remember that the question of taximeters was 

first brought before the conference at the session held in 1923, when 

a request was made that the subject be given consideration by the 

executive committee for inclusion in the program of the succeeding 

conference, and that the committee on specifications and tolerances 

make a study of the subject of taximeters with a view to the recommendation of specifications and tolerances for these devices. It was 

further requested that the Bureau of Standards make a study of 

taximeters with particular reference to the development of a simple 
EIGHTEEKTH CONFERENCE ON WEIGHTS AND MEASURES 79 

but efficient test method which might be followed by inspectors of 

weights and measures throughout the United States. 

Pursuant to the request of the conference the bureau got in touch 

with the various manufacturers and distributers of taximeters in 

the country after the close of the sixteenth conference. The interest of the bureau in the subject of taximeters was explained to the 

manufacturers and distributers and their cooperation was solicited 

in the study which we expected to make. The companies were 

requested to furnish the bureau with samples of their taximeters, 

and they were requested to make any suggestions which occurred 

to them on the general subject of proper methods for the testing of 

these devices. We received a very gratifying degree of cooperation 

from the industry and before long had available at the bureau 

seven different makes of taximeters representing, so far as we have 

been able to discover, all the types of these devices which are in 

general use in the United States. 

As rapidly as we were able to do so we proceeded with our 

study of these taximeters, but at the time of the seventeenth annual 

conference, which met last year, our investigation had not progressed to a point where we felt that we were in a position to make 

a report. Our study has proceeded during the past year, and we 

now feel that we can give a report which will be of value to the 

members of the conference and which will. be of real assistance in 

enabling weights and measures officials properly to test the taximeters within their several jurisdictions. 

The objects of this paper briefly stated are, therefore, to present 

what we consider to be proper testing methods for taximeters, together with such other information relevant to the general subject 

of taximeters and their inspection and testing as seems to be necessary for a complete understanding of the essentials of the subject. 

GENERAL CONSIDERATIONS 

In the “ model ordinance regulating the operation of taxicabs ” 

prepared by the National Association of Taxicab Owners a taximeter is defined as ‘‘ a mechanical instrument or device by which 

the charge for hire of a public hack is mechanically calculated, 

either for distance traveled or for waiting time, or for both, and 

upon which such charge shall be indicated by means of figures.” 

In the United States the employment of taximeters is limited, so 

far as we know, to use on motor-driven vehicles. This is contrary 

to the situation which prevails in many foreign countries where 

taximeters are commonly used on horse-drawn vehicles. As developed up to this time in the United States the regulation of taximeters is closely associated with the licensing of cabs and operators, 

the same governmental agency in many cases administering the 

regulations of both classes. This is a logical connection, altbough we believe that where special considerations do not govern efficiency 

demands that the actual testing of taximeters for accuracy be handled by the same department which is charged with the duty of 

examining other measuring devices for accuracy, namely, the weights 

and measures department. This department and the license bureau 

should work hand in hand, however. Just as the license bureaus 
80 BUREAU OF STANDARDS 

by law or by voluntary cooperation now very generally refuse to 

license a hawker or peddler until after he can show that his weighing and measuring apparatus has been duly tested and found correct, so a regulation which makes the granting of a license to operate 

a taxicab contingent upon the approval by the proper authority of 

the taximeter used thereon is, in our opinion, a very good one and 

affords an efficient means for controlling the taximeter situation 

and enforcing the requirements for a periodic inspection and testing of taximeters. 

The frequency with which taximeter tests should be made is 

usually specified in the laws or ordinances regulating taximeters 

and taxicabs. As a suggestion, we may say that we believe taximeters should be tested at least once in six months, this departure 

from the provision requiring yearly tests in the case of weighing 

and measuring devices in general being due to the special nature 

of the devices in question and to the severe treatment to which 

they are subjected in use. 

DESCRIPTION 

A taximeter, as commonly used in the United States, consists essentially of a system of gears and a clock movement in combination with a fare-indicating mechanism. The gear train utilized 

for mileage registration is, in present practice, actuated by one of 

the cab wheels, to which it is attached by means of a flexible shaft. 

The clock movement is of the ordinary type. The indicating elements may be in the form of drums or disks, and these are marked 

in terms of money values. By means of a manually operated “ flag ” 

the mileage gears and the clock movement may be connected with 

the indicating mechanism, so that the meter will register the amount 

of fare which should be paid by the passenger. Return of the flag 

to its initial position serves to “ clear ” the meter face of the accumulated fare for any given trip. 

The amount of this fare is determined by two factors-the mileage traveled and the amount of “waiting time.” Charges for waiting time are registered as a result of the operation of the clock 

movement, and when the meter flag is in normal operating position 

(usually designated as the “ hired ” position) , even though the cab 

is not in motion, charges continue to accrue against the passenger 

at the waiting-time rate of so much per hour; also, if the speed of 

the cab when in motion drops below the point at which the rate 

of mileage revenue per unit of time equals the waiting-time rate, 

the clock movement autoinatically assumes the actuation of the 

indicating elements. At another position of the meter flag (usually 

designated as the “time not recording ” position) the clock niovement is disconnected from or is rendered inoperative with respect 

to the fare-indicating elements. This provision is macle SO that 

charges may not be assessed against the passenger for delays due to 

the inefficiency of the cab-as, for instance, a delay occasioned by 

a punctured tire-and also that the clock movement may be prevented from causing any change in the fare registered after the 

conclusion of a trip while the passenger is engaged in paying his 

fare. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 81 

In addition to the fare indicators, taximeters are ordinarily 

equipped with what are known as “ extras ” indicators, these being 

manually operated. They are utilized to record such additional fixed 

charges as those for extra baggage, extra passengers, etc. The 

present tendency, however, appears to be for taxicab companies to 

eliminate charges for extras, such action already having been taken 

in a number of cities during the past year. In fact, one taximeter 

manufacturer recently stated that, in his opinion, it would be but 

a short time until all taxicab companies in the United States mould 

have voluntarily discontinued charging “ extras ” of any kind. 

It is also customary for taximeters to be so designed that, by 

means of a series of totalizing counters or their equivalent, the 

individual indications of the taximeter are summarized or totalized. 

These counters usually show such items as total mileage; “live” 

mileage or mileage for which a fare is collected; number of trips 

or “flag pulls”; number of unit charges, exclusive of the initial 

charges, which have been registered by the meter; and the amount 

of “extras.” Dift’erent makes or models of taximeters may show 

variations from the general features outlined in a number of respects, 

notably in that special totalizing counters are sometimes provided 

giving a more detailed record of what the cab has done during a 

given interval, and that printed or graphic records instead of the 

ordinary totalizing dials are provided in some cases. 

All taximeters are so designed that the rates of fare both for 

mileage and waiting time may be modified to meet the desires of the 

various cab companies. These variations may be in any one of 

the following particulars: (a) The value of the initial “money 

$?p.” (6) The value of subsequent “money drops.” (e) The 

initial mileage interval; that is, the interval corresponding to the 

initial money drop. (d) Subsequent mileage intervals, corresponding to subsequent money drops. (e) The waiting-time rate. (f) 

The initial waiting-time interval. (9) Subsequent waiting-time intervals. (h) The value and number of the “ extras ” units. 

Taximeters may be adjusted for use with tires of various sizes by 

means of the interposition of suitable gears between the meter head 

and the driving cable. On account of the two general plans which 

are followed by manufacturers with respect to these gears, meters 

are spoken of as having “ outside ” or “ inside ” gear boxes. In the 

former a separate gear box is used, this being attached directly below the meter head when this is installed on a cab. In the meter 

with the so-called “ inside ” gear box, the change gears may actually 

be inside of the main housing of the meter head, or the gear assembly 

may be attached at the bottom of the housing as an integral part 

thereof. 

Each make of taximeter using an “outside ” or separate gear box 

is designed to have a fixed number of revolutions per indicated 

mile of the spindle to which the flexible driving cable is attached, and 

in the meters of this type that me have examined we have found the 

range of spindle revolutions per mile to be from 16 to 80. While 

speaking of spindle revolutions it may be mentioned that some meters 

are so designed that the mileage mechanism is aPvanced only when 

the cab is traveling in a forward direction, while on other meters 

the meter mechanism advances whether the cab be moving forward 

or backward. 
82 BUREAU OF STANDARDS 

At the cab wheel itself a further gear reduction of 8 or 10 b 

1 is provided, the so-called “star and ring ” gear being now almost 

universally used for this purpose. This consists of a ring gear attached to the cab wheel, this ring gear meshing with an 8 or 10 

tooth “star” gear which is attached to one end of the flexible 

taximeter-driving cable. It will thus he seen that for every 8 or 

10 revolutions of the cab wheel the flexible driving cable makes 1 

revolution ; and that the cable not infrequently revolves several times 

to one revolution of the main spindle of the meter. 

TESTING (GENERAL) 

The object of testing a taximeter is, in the main, to determine that 

the various indications on the face of the meter occur following the 

proper number of revolutions of the cab wheel or the proper intervals of waiting time, so that when the meter indicates a charge for 

a given distance or a given waiting time that distance will, in fact, 

have been traversed by the cab or that time will have elapsed. As 

a general principle to govern the testing of taximeters, we may 

say that here, as in the case of other measuring devices, the test 

should, as nearly as may be, approximate service conditions. In 

many cases, however, considerations of testing expediency make it 

advisable to introduce variations from actual service conditions. We 

believe it will be found that, whenever this is the case in the recommendations which follow, the variation is a reasonable one and is 

amply justified. 

One of the troublesome factors, both in the use of taximeters and 

in their testing, is the nonuniformity in automobile tire sizes. It 

is well known that the effective diameter of tires when mounted upon 

a vehicle often differs materially from the nominal diameter or the 

value marked upon the tire. There is a difference between cord and 

fabric tires of the same nominal diameter and of the same manufacture. There is a difference between tires nominally identical in 

all respects but made by different manufacturers. The degree of 

inflation of a tire has a noticeable effect upon its effective diameter 

when in use, as has also the degree of wear. Were it not for the 

fact that in most localities taxicab construction tends, for that locality at least, to become standardized along certain lines, and that 

in no locality do taxicab operators seem to favor more than a few 

types and sizes of tires for use upon their cabs, this divergence in 

tire sizes would be a much more serious problem than is actually the 

case in any limited jurisdiction. We have not up to this time attempted to prepare and publish any complete list of tire diameters 

for different sizes, kinds, and makes of automobile tires. If it appears that such information would be of service, we can probably 

arrange to furnish it. It is believed, however, that inasmuch as each 

inspector will probably have to contend with only a limited number 

,of varieties, the following plan, which is extremely simple, will be 

found effective: It is suggested that the inspector compile a table 

showing the description, the mean effective circumferences, and the 

number of revolutions per mile, for all varieties of tires in use on 

taxicabs in his jurisdiction. This information can be secured from 

time to time as cabs equipped with tires of sizes not previously examined are encountered. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 83 

To secure the desired data, it is only necessary that a new tire, 

mounted upon a cab in the customary manner and inflated to normal 

pressure, be caused to travel for several complete revolutions; that 

the total distance traveled be carefully measured ; and that the average distance traveled per revolution be computed. Then, since the 

wearing away of the tire tread as a result of use will cause a reduction in the efiective circumference of approximately 2 per cent by the 

time the tire is discarded, a deduction of 1 per cent should be made 

from the measured circumference determined as just described, so 

that the value entered in the table may represent the average circumference of such tires in use. Upon the basis of this information 

the inspector can proceed with entire confidence in the examination 

of taximeter installations, knowing that the basic data upon which 

he is proceeding are the result of practical measurements which may 

readily be verified should occasion ever arise. This system in substance has been in use with entire satisfaction in Detroit for a number of years and is also probably already in use in other jurisdictions. 

There are three general types of tests which are applicable to 

taximeters-the bench or laboratory test, the wheel test, and the road 

test. The bench test, as the name indicates, is a test of the meter 

head itself without specific reference to the other elements of a complete installation. This test makes possible a very complete and 

satisfactory examination of the meter head and is to be recommended 

in all cases where provision can be made for such a test. It is obvious that such a test should, however, not be the sole test made but 

should be supplemented by some form of test and inspection after 

the meter head is mounted upon a cab. It is for this purpose that the 

wheel test is used in some jurisdictions and the road test in others. 

In the wheel test the meter mechanism is actuated by the rotation 

of the cab wheel to which the ring gear is attached, and therefore 

it serves to test the ring and star gears, the gear box or other supplementary gears, and the connections between gears, cable, meter head, 

etc., and to establish whether or not the entire installation is functioning properly. 

The road test accomplishes all of the purposes of the wheel test 

and, in addition, subjects the meter head and other parts of the assembly to road shocks such as are encountered in the everyday operation of a taxicab. Also, this test eliminates some computation in 

relation to tire sizes, inasmuch as the tire with which the meter is to 

be used is operated under actual service conditions. It is perhaps 

possible to simulate road conditions in a laboratory by means of 

some sort of vibration test, but the fact that special apparatus is 

necessary, as well as the complications resulting from its use, make 

this a somewhat doubtful expedient. The objections to the road test 

are the difficulty of traversing exact distances due to the cab not 

following a perfectly straight course throughout the test, the diiliculty of applying tolerances, the limited distances for which it is 

practicable to operate a taxicab on road tests, and the time consumed. 

In some places road tests alone are depended upon as a basis for 

the approval of taximeter installations by the official. It is recognized that where the number of taximeters to be tested is small and 

66436"-26---7 
84 BUREAU OF STANDARDS 

the funds available for providing special equipment limited it may 

be necessary to confine the tests of taximeters to road tests, but when 

this is done the efficiency of the examination is lowered because of the 

restricted number of tests which can be made, the relatively low 

speeds of operation, and the other objectionable features previously 

mentioned in this connection. 

EQUIPMENT 

The equipment for a bench test of taximeters may be very simple 

or more elaborate. The essentials are some means for rotating the 

driving spindle of the taximeter and some means for mechanically 

counting the revolutions. It will be seen that a simple hand device can be designed to accomplish this purpose; likewise, if desired, a machine can be employed utilizing an electric motor as 

the motive power and having such refinements as a clutch to engage and disengage the taximeter, means for varying the speed 

of rotation, etc. Where a large number of taximeters are to be 

tested, the use of the motor-driven machine will be found advantageous. If the number is great enough, arrangements can be made 

for several brackets, so that several meters may be tested at the same 

time, all being driven from the same motor. In this case it will 

be almost essential to provide clutch mechanisms so that the operation of individual meters may be commenced and discontinued at 

will. 

The equipment for a wheel test must be heavier and consequently 

more expensive than that for a bench test. Here it is necessary to 

provide means for turning the taxicab wheel, and the use of some 

power device is a practical necessity. A mechanical counter should 

also be provided, as in the case of the bench testing apparatus. 

For the road test a measured course laid out upon some street or 

road is essential. The course should be accurately surveyed and 

should preferably be straight. In length it should be either 1 or 

2 miles; the longer distance is more desirable and should be provided where it is possible to do so. Markers should be provided 

indicating not only the miles but also those subdivisions of miles 

which are utilized in taximeter rates, namely half miles, quarter 

miles, third miles, fifth miles, and sixth miles. If the legal or 

customary rates in a given community do not involve all of these 

fractional parts of miles, it is unnecessary to include all of them in 

the measured course; only those which must be referred to in the 

testing of the taximeters need be shown. It is relatively simple to 

add additional markers for other fractions if the need for this develops at any time. 

INSPECTION 

Each taximeter should be given a general inspectibn to establish 

the fact that certain parts are functioning in the manner designed. 

The flag should be placed in each of its various positions, being 

manipulated both rapidly and slowly and being operated in a backward as well as in a forward direction in all cases where the backward motion is a proper one. It should be noted that the actual position of the flag is properly indicated on the face of the meter in 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 85 

all cases, and that any shutters or shields which may be provided 

operate in a proper manner. The ‘‘ clearing ” of the meter and the 

centering of the figures in the proper apertures should be observed 

at this time as well as throughout all of the tests which may be 

conducted. With the flag in the “ time not recording ” position it 

should likewise be noted that the operation of the clock mechanism 

is actually stopped or that the fare indications are, in fact, not 

affected by the operation of the clock movement. The “ extras ” may 

be tested (as explained under “ bench test ”) at this time. The general character of all of the meter indications should be observed, 

and the meter should be examined for the presence, in proper form, 

of dl markings which may be required and for compliance with 

all other provisions of the regulations that are susceptible of being 

checlied by inspection of the meter head. The meter should also be 

examined for possibilities of fraudulent manipulation by the operator of a taxicab. 

TIME TEST 

The time test of a taximeter is very simple and consists, essentially, of timing the intervals elapsing between money drops. We 

prefer dividing the test into t117o parts, which may be spoken of, 

respectively, as the “ separate-interval ” and the “ arerage-interval ” 

tests. The separate-interval test, in which the periods of individual 

intervals are separately timed, is desirable for the purpose of learning the magnitude of the errors on individual intervals. From the 

standpoint of results alone this character of test should be continued 

throughout the entire period of the time test, but in order to save 

time as a matter of testing expediency this procedure is not urged in 

all cases, because it is felt that the average-interval test, in which 

the average time interval is computed from observations made at 

the beginning and at the end of a relatively long period, may 

safely be relied upon if the results of a short separate-interval test 

are satisfactory. 

In the separate-interval test observations should be made to the 

nearest second, and for this part of the test the use of either a watch 

having a sweep second hand or a clock of similar construction (such 

as the one on exhibit) will be found much more convenient than the 

use of an ordinary watch with a small second hand, because with 

one of the former observations can be made more readily and with 

greater precision under arerage conditions. 

In starting the test the flag of the meter is thrown into the “ hired ” 

position, and at the same moment zero time is observed and recorded, 

or the second hand of clock or match is started, depending upon 

whether an ordinary watch or a special watch or clock is being used. 

If the ordinary watch is being used it will be found slightly more 

convenient to throw the flag as the watch indicates some even minute, 

thereby avoiding an entry of seconds for the original time observation. As subsequent money drops occur the observed times are 

recorded and the actual time intervals and their errors computed. 

It is recommended that not less than 5 separate intervals be determined in this manngr; 10 would be a more representative number, 

but in routine tests, unless some unusual condition is noted, the 
86 BUREAU OF STANDARDS 

advantages to be gained by so testing 10 or more intervals probably 

fail to compensate for the time consumed in making that number of 

observations. 

As an example of the manner in which the observations may be 

recorded, let us assume that we are testing a meter having an initial 

money drop of 20 cents, subsequent money drops of 10 cents, a 

nominal initial time interval of eight minutes, and a time rate of 

$1.50 per hour, or 10 cents for each four minutes; let us also assume 

that we are using in our test a clock with a sweep second hand. 

Our results might then appear something like this : 

Drop .......................................................... 70 Elapsed time .................................................. Interval.. ..................................................... Error .......................................................... -10s -2s 

It will be noted that we have denominated the initial interval as 

the 30-cent drop, the second interval as the 40-cent drop, etc. These 

money values are the ones actually corresponding to the second interval, the third interval, etc.; but since these are the values registered by the meter at the conclusion of the first interval, the second 

interval, etc., it is simpler to record them as observed, and this 

method introduces no complications in any subsequent computations. 

These results shown above would indicate that excessive variations 

on individual intervals are not to be anticipated, and the inspector 

might, therefore, safely proceed with the average-interval test. If , on the other hand, the results of the separate-interval test are such 

as to indicate the existence of some unusual condition, it is recommended that the number of separate intervals observed be raised to 

10 or more, so that no doubt may exist as to the soundness of any 

conclusions which may be drawn from these results. It may also 

be said in passing that if a meter is to be rejected upon the results 

of a separate-interval test, as for consistent overregistration, for 

instance, little purpose will be served by proceeding with the average-interval test on that meter. 

For the average-interval test the meter is not cleared following 

the separate interval test but is permitted to continue in operation for 

not less than one hour and preferably for a longer period. When 

the test is to be concluded, observe and record the time at which a 

money drop occurs and also record the reading of the meter, after 

which the meter may be cleared. Then compute the number of time 

intervals since the meter was started and the elapsed time, discarding the first interval. It is recommended that the first interval be 

disregarded for three reasons : First, to simplify the calculation ; 

second, to eliminate the effect of other portions of the taximeter 

mechanism not primarily a part of the time-recording mechanism ; 

and, third, because such lost motion as may exist in the gear train 

will thereby be eliminated and a more nearly correct average be obtained. 

Reverting to our previous example, let us assume that the value of 

$2.20 dropped after 84 minutes and 51 seconds from the time we 

started. We then enter these observations, so that our record appears 

as follows: 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 87 

Drop .__.._._________.._____ _..........._______________ 1 30 1 40 1 5; I 60 I 70 

~ 2.20 

Elapsedtime .......................................... 8.10 12.14 16.14 20.12 24.14 84.51 

Interval ............................................... 8.10 4.04 4.00 3.68 4.02 .... ~.__ 

Error ................................................. -10s -4s +2s -2s ._....._ 

Our next step is to eliminate the first interval and arrive at an 

average error Sor the remaining intervals. The difference between 

$2.20 and $0.30 is $1.90, and this represents the charge for 19 intervals having a nominal value of 4 minutes each; the nominal elapsed 

time in minutes is therefore the product of 19 and 4, or 76. The 

actual elapsed time for these 19 intervals is the difference between 

84 minutes 51 seconds and 8 minutes 10 seconds, or 76 minutes 41 

seconds. The difference between the actual elapsed time, 76 minutes 

41 seconds, and the nominal elapsed time, 76 minutes, is 41 seconds. 

We have, therefore, an underregistration error of 41 seconds for 19 

intervals, or an average error per 4-minute interval of slightly more 

than 2 seconds. 

No difficulty should be experienced in applying the separateinterval test to three or four* meters at the same time if suitable intervals-one minute, for instance-are allowed to elapse between flag 

pulls; there will be ample time for recording the observations and 

computing the results between money drops unless the meters are 

very irregular. After the inspector becomes experienced it will be 

found that the number of meters under observation at the same 

time on this test may be still further increased without complications 

arising. 

BENCH TEST 

The purpose of the bench test is to determine the accuracy and the 

consistency of performance of the meter head with respect to its 

various indications. The time test is really a part of the bench test, 

but for convenience has been treated under a separate heading. 

The remaining elements to be considered are the “ extras,” the mileage indications given in terms of money values on the face of the 

meter, and the totalizing counters on the back of the meter. 

The “ extras,” which are manually operated, present no difficulties 

in the way of testing. On most meters the maximum amount which 

can be registered as extras is small, and in these cases the inspector 

should satisfy himself that this portion of the mechanism is functioning properly throughout its entire range. In those cases where 

the maximum registration is large a test should be made throughout 

a sufficient portion of the total range to exceed all ordinary demands ; 

it is believed that testing up to $2 will be sufficient. The drops 

should occur in proper sequence and the dials or drums should 

properly “ clear,” or return to zero registration, when the meter flag 

is returned to the “vacant ” position. 

It should be mentioned at this time that whenever it has been 

decided by a taxicab company to abolish all charges for extras, or 

whenever such charges are prohibited within a given jurisdiction by 

law or ordinance, the taximeters used by such company or in such 

jurisdiction should be of such design or so modified that charges for 

extras may not be shown on the meters. This result may be accomplished in the case of taximeters originally designed to register 

charges fog extras, by removal of the operating knob or lever by 
88 BUREAU OF STANDARDS 

means of ~l~ich extras are registered, or by providing means for 

effectively obscuring any registration which might take plxce. If the 

latter alternative is adopted, any shield covering the “extras ” aperture should be beneath the glass face of the taximeter, so that protection may be afforded by the inspector’s seals on the taximeter 

housing. Similarly, if paint or a paster is applied directly to the 

glass, it should be applied to the inner and not to the outer surface 

of the glass. Whatever method may be employed, the inspector 

should insist that it be effective in accomplishing its purpose, and 

that an opportunity to indicate a charge for extras on the face of 

the meter is thereby denied the unscrupulous cab drirer. 

The functioning of the mileage drops is the most important consideration of the entire test, since it is here that the principal charge 

against the passenger is registered. We prefer dividing the mileage 

test into tmTo parts, which may be referred to as the “ short-haul ” 

and the “long-haul” tests. A rery large number of taxicab trips 

are for relatively short distances where only the first few money 

drops are involved; it is also in tliese first few drops that the largest 

percentage errors of registration are apt to occur. It seenis proper, 

therefore, to give special attention to the performance of the meter 

throughout this portion of its range, hence the short-haul test. At 

the same time the short-haul test can not be solely relied upon, 

because it does not bring all of the meter parts into operation in such 

a way as to demonstrate that they are functioning as they shonld; 

therefore a test corresponding to a greater traveled distance, or the 

long-haul test. is also necessary. 

In the short-haul test it is recommended that the meter flag be 

thrown into the “time not recording” position, so that the mileage 

portion of the meter mechanism alone will affect the registration. It 

is also recommended that the mechanism be operated at a slow speed, 

so that observations may be made with precision. Each interval of 

the first mile, and preferably of the second mile also, as represented 

by separate money drops, should be tested and the initial interval 

should be tested sei-era1 additional times. It not infrequently happens that an error on a given interval in one direction will be reflected by an error on the succeeding intcrral in the opposite direction ; also errors observed on the first interval may not be consistent 

among themselves and with the errors on surceeding intervals. 

These conditions can be brought out by the method of test recommended. whereas they might well be lost sight of entirely if a longhaul test alone 11-ere used. 

In the long-haul test it is recommended that the meter be operated for not less than a 6-mile and preferably for not less than a 

10-mile interval. The position of the flag may be either “ hired ” 

or ‘(time not recording.” Here it is desirable that the speed of 

operation be increased at least to OJle corresponding to the greatest 

speed at which a cab is apt to be operated, for instance, 40 miles 

per hour; and, according to the best information which we have 

been able to secnre from the manufactarers of taximeters, the speed 

at which the meter is operated during test may be increased to 

several times the amount mentioned with entire safety to the mechanism of the meter and with the.added advantage that at the high 

speed some conditions which should not exist, such as loose or worn 

* 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 89 

parts, and which would probably not be revealed by a test at a slow 

speed, may be brought to light. Throughout the long-haul test the 

meter head should be kept under observation, so that any sticking 

of the money drops, any incorrect alignment of figures, any failure 

of money drops to occur in proper sequence, or any other similar 

abnormal condition may be discovered. Needless to say, the existence of any of the conditions enumerated is proper cause for the 

rejection of a taximeter. The rejection of a meter head on account 

of a deiect developed at a speed of operation corresponding to a 

speed considerably in excess of normal cab speed may be justified 

on the ground that conditions of operation when a meter is in 

actnal service on a cab are approximated in some respects by a 

high speed of operation during the laboratory test, and that any 

defects which may so be brought to light would eventually manifest themselves in the course of ordinary operation. 

In conducting a mileage test the revolutions of the meter spindle 

shonld always be carefully counted for all intervals under examination, and these results should be compared with the money values 

indicated by the meter. Reliance should not be placed upon the 

mental counting of revolutions except perhaps for very short intervals ; a reliable mechanical counter invariably should be employed 

for all long intervals, and its use even for short intervals is to be 

recommended. In this connection it should be remembered that one 

revolution of the meter spindle may represent several revolutions 

of the driving cable, and that one revolution of the cable represents 

8 or 10 revolutions (usually the latter) of the front wheel of the 

cab. It is obvious from this that an error of even a fractional part 

of a spindle revolution may correspond to a cab travel of a very 

considerable amount. 

A meter vith which separate (“outside”) gear boxes are to be 

used is universally designed with some nominal, fixed number of 

spindle revolutions per indicated mile, and this value determines the 

values used for the gears in the gear boxes. If desired, such a meter 

may, therefore, be tested without using a gear box, the number of 

cable revolutions which mill result from the use of different gear 

boxes being computed from the values of the gears used. It is believed that on such a bench test a meter head which overregisters with 

respect to the nominal number of spindle revolutions should not be 

approved. If the error is in the direction of underregistration, the 

actual nnmber of spindle revolutions per mile may be noted on the “ approwd ” tag, this to be consiclered later with respect to the particular size of tire used when a complete installation is presented foy 

approval and when the question to be determined is the compliance 

of the entire assembly with the tolerances established. 

Since the various gear reductions used by any taximeter company 

are standard for that company, it follows that where a gear box is 

macle iise of in the bench test the meter head may confidently be 

expected to give the same performance results with any other gear 

box of the same designation as the one used in the test, and the 

difference which will result from using a different gear box may 

safely be computed without resort to a retest of the head. 

It should be borne in mind that operating a meter without counting the spindle revolutions and depending for the test upon a com- 
90 BUREAU OF STANDARDS 

parison between the money indications on the face of the meter and 

the indications of the totalizing counters on the back thereof is 

merely checking one part of the mechanism against another part and 

is in no sense a proper mileage test. Even if the money indications 

are found to conform to the indications of the totalizing counters 

there can be no positive assurance that the latter are correct, and as 

a result no assurance that the meter will register correctly when 

installed on a cab. 

In the case of meters that automatically print a statement of the 

fare to be paid by the passenger, this statement constituting the passenger’s receipt for the money paid, the accuracy and legibility of 

the printed statement are equally as important as the accuracy and 

legibility of the indications on the face of the meter. It mill, of 

course, be out of the question for the inspector to check more than a 

very limited number of the possible fare combinations which might 

be printed, but he should critically examine all of the passengers’ 

receipts issued by the meter in the course of the regular tests and 

should withhold approval on any meter which does not print the 

essentials of the receipt accurately with respect to the indications on 

the face of the meter and in a legible manner. In the type of meter 

in question the totalizing counters customarily employed on other 

types of taximeters are replaced by means for automatically printing 

a record summarizing the various operations of the meter. The attitude of the inspector toward this record should be the same as toward 

the ordinary totalizing counter as discussed below. 

The totalizing counters on the back of the meter comprise an 

essential part of the registering elements, since these counters are 

made use of by the cab company to determine the amounts due 

from the cab drivers for fares collected and to compile its records of 

cab performance, costs, etc. These counters do not, however, have 

anything directly to do with the fares paid by passengers, and they 

are, therefore, perhaps, of secondary importance to the inspector in 

his examination of the meters. It is a moot question whether or not 

an inspector should withhold approval on a meter which is correct 

except in respect to the totalizing counters. My own thought in the 

matter is that the inspector should check the registration of all of 

these counters in connection, wherever possible, with other tests, 

reporting inaccuracies, if any are found, to the proper parties; but 

in the absence of specific authority to that effect I question the legal 

right of the inspector to condemn a taximeter solely on the ground 

that the totalizing counters are inaccurate or inoperative. 

WHEEL TEST 

The object of a wheel test of a complete installation, following a 

bench test of the meter head, is to secure a check upon parts, other 

than the meter head, which enter into the installation, to demonstrate that all connections are properly made, and to determine that 

the tires with which the cab is equipped are of the proper size for 

use with the particular meter assembly in question. It would be 

possible to conduct all of the tests of the meter head in conjunction 

with the wheel test, actuating the meter mechanism by revolving the 

cab wheel which causes the meter to operate when the taxicab is in 
EIGHTEENTH CONFERENCE ON WEIGEITS AND MEBSURES 91 

actual service; but the bench test possesses so many advantages over 

this method that the latter is not to be recommended. Mention may 

be made, however, of a modification of this method used in the city 

of Detroit, Mich., where meters are customarily submitted for examination only after they are mounted on cabs. The plan is to disconnect the cable from the meter, replace it with the motor-driven 

cable of the testing device, and conduct a test without removing the 

meter from the bracket. The revolutions of the cable are mechanically counted, and the error in the number of cable revolutions 

for a given meter indication and for the particular tire size used is 

determined through reference to a table giving the number of revolutions per mile of various makes, kinds, and sizes of tires. 

In the wheel test under consideration a speed of oper a t' ion corresponding to a cab speed not less than the average traveling speed of 

a cab, and not more than the maximum speed at which a cab may 

ever be expected to travel, should be used. Since the meter head 

installed has already been approved on a bench test, it is unnecessary 

again to test individual intervals, and all of the purposes of the 

wheel test will be accomplished if the performance results at one or 

two longer intervals are observed. It is recommended that a minimum of one 2-mile or two 1-mile tests be made; since this can be 

conductecl without interruption, the position of the meter flag is 

immaterial as long as the meter is in condition to register mileage 

charges. As in the bench test, the counting of revolutions should 

always be done mechanically. The meter head should be under the 

observation of the inspector throughout the test, so that evidences 

of any unusual conditions may be observed. Approval of an installation should be contingent upon the correct mechanical functioning 

of all of the parts, and upon agreement, within tolerance, of the 

counted wheel revolutions for the indicated interval with the tabular 

values of the particular tire used for the same interval. 

At the time of making the wheel test inspection of the complete 

installation is a matter of course, and compliance with such requirements as relate to the position of the meter, illumination of the meter 

face, etc., also can be checked. 

ROAD TEST 

Two types of road tests are to be considered-the road test which 

is supplementary to the bench test and the road test which alone is 

depended upon to demonstrate the accuracy, as to mileage indications, of a taximeter installation. 

When a meter head has been approved after a bench test, the 

road test is resorted to for the same purposes as have been mentioned under the discussion of the wheel test, that is, to check tire 

diameter, gears, and connections, and for the further purpose of 

subjecting the meter head to the shocks incident to travel on the 

road. It appears, therefore, that here, as well as in the regular wheel 

test, it is unnecessary again to test the indications for fractional parts 

of miles by bringing the cab, and thus the taximeter mechanism, to 

a stop at each fractional mile indication. All of the purposes outlined may be accomplished if the meter is tested at one or two longer 

intervals, the individual intervals being subject to check as described 
92 BUREAU OF STANDARDS 

below. We recommend for this test that the meter flag be placed 

in the “time not recording” position, so that if it becomes necessary to halt the cab during the progress of the test this may be done 

without affecting the meter indications. It is also recommended 

that the cab be operated for a minimum distance of 2 miles. If only 

a I-mile course is available, two 1-mile tests should be made, recording observations in each case for the total interval only. If a 2-mile 

course is available, one or two %mile tests should be made, recording 

observations for the total interval in each case. During these tests 

the meter should be kept under close observation to detect any effects 

of road shocks on the mechanism, and the continued accuracy of the 

individual intervals should be checked. The cab should be operated 

in this test at the maximum legal speed and, of course, every effort 

should be made to cause the cab to travel in a straight line, so that 

the distance actually traveled may correspond to that indicated by 

the measured course. 

If the road test is the only mileage test to be applied to a meter, 

an effort must be made to have this cover as many as possible of the 

elements embraced in the separate bench and road tests as performed 

when both tests are used. In addition, the general inspection of the 

meter and of the entire installation, the test of the “extras )’ if provision is made for registering these charges, and the time test are 

to be made as has been previously outlined. 

When this combined test is to be made, the following procedure 

is recommended : (1) With the meter in the “ time not recording ” 

condition, make at least one 2-mile test to determine the accuracy of 

the individual intervals, operating the cab at a slow rate of speed 

so that the observations may be made with precision. (2) With the 

flag in the “ time not recording ” position, make at least two additional tests on the first interval at a slow cab speed. (3) Unless convinced that no “ time and mileage interference,” as discussed hereafter, can occur, make a test of the first mileage interval with the 

flag in the “ hired )’ position and at a cab speed of approximately 

12 miles per hour, comparing the results of this test with the results 

previously obtained on the same interval. In this test it must be 

remembered that if for any reason it becomes necessary to run 

the cab very slowly or to stop it altogether, the results of the test 

will be affected by the normal functioning of the clock mechanism; 

if either of these contingencies arises it will probably be found preferable to repeat the test rather than to try to eliminate the normal 

effect of the clock movement by manipulation of the flag. (4) With 

the flag in the “time not recording” position, and the cab being 

operated at the maximum legal speed, make a minimum of one 

2-mile or two 1-mile tests, recording observations in each case for 

the total interval only, but checking the accuracy of the intermediate 

intervals and keeping close watch for premature money drops, etc., 

which might result from road shocks, as has been mentioned previously in connection with the simple road test. In the foregoing 

discussion it is to be understood that the meter is to be cleared between each “ test )’ recommended. 

In carrying out this type of road test a 2-mile course, properly 

divided into fractions, will be found more suitable than a 1-mile 

course. Certain 2-mile tests are very desirable, and in attempting 

a 2-mile test on an ordinary 1-mile straightaway course the distance 

. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 93 

traveled by the cab in turning around introduces some complications 

which are avoided when the longer course is provided. However, 

this difficulty can be overcome even on a 1-mile course, provided that 

the course is wide enough for cabs to turn without backing, and 

that it can be kept free of parked vehicles, by having the course so 

surveyed and marked that turns at either end are included in the 

measured distance and may be utilized in continuous runs of 2 miles 

or more; this can be done without in any way interfering with the 

1-mile straightaway. 

In all cases where any question of tolerances is involved the estimation of distances from a moving cab is to be discouraged; no 

rougher approximation than the pacing of the distance between the 

points in question should be countenanced. The driver of the cab 

should be on the alert to make a quick stop at a signal from the inspector, and as each money drop occurs the inspector should mentally 

mark the corresponding spot along the curbing, so that if the need is 

apparent the cab may be stopped at once and the error determined 

by an actual linear measurement. 

MULTIPLE TARIFF METERS 

Taximeters are sometimes so designed and constructed that the 

mileage fares may be registered at any one of several rates. So far 

as we know, meters with more than two tariffs are never used in the 

United States, and these two-tariff meters are ordinarily used only 

in cities permitking a higher tariff to be charged for carrying more 

than a specified number of passengers. Where such a provision is 

not made by law, such a meter could only be used where the higher 

tariff did not exceed the legal maximum; but, even so, its use should 

not be countenanced by the weights and measures official unless 

specifically recognized by law, on account of the facility with which 

passengers may be deceived as to the rate paid for transportation. 

In our opinion, even legal provision for two-tariff meters is usually 

unwise because of the possibility, which amounts almost to probability, that drivers will, with great frequency, overcharge passengers 

by exacting fares at the higher tariff from those passengers who 

should rightfully be carried at the lower tariff. A two-tariff meter 

must be given a complete mileage test for each tariff, because different gears, the performance of which must be checked, are used 

for the two mileage rates. 

TIME AND MImAGE IA-TERFEREA’CE 

In the course of the bureau’s investigation it was found that with 

one type of construction large variations developed when the meter 

was operated at speeds corresponding to cab speeds of from 9% to 

24 miles per hour. At the former speed the meter was in error by 

15.6 per cent in the direction of overregistration; at the latter speed 

it was substantially correct. At intermediate speeds the errors were 

consiptent in that they grew less as the speed increased, but they were 

not proportional, the percentage errors mounting rapidly at speeds 

under 12 miles per hour. The discrepancies found could Lot be attributed to the normal functioning of the clock mechanism, because 
94 BUREAU OF STANDARDS 

at the rates for which the meter in question vas adjusted the normal 

rate of mileage revenue would not drop to the level of the waitingtime rate until the cab speed had been reduced to 5 miles per hour. 

Upon careful examination we discovered the cause of these discrepancies to be the improper design or adjustment of the mechanism 

used to advance the gear trains. This was in such a condition that at 

slow speeds, when the flag was in the “ hired )’ position, the operation 

of the clock movement caused the mileage ratchet mechanism occasionally to advance two teeth instead of one. The slower the operation of the mileage mechanism the more frequently this occurred. 

Obviously, this condition did not manifest itself when the flag was 

in the “ time not recording ’) position, since with a taximeter flag in 

this position the clock movement is inoperative with respect to the 

money drops. To meet this condition it is recommended either that 

the inspector satisfy himself that the type of the taximeter is such 

that this condition can not develop, or else that, with the flag in 

normal operating position (“ hired ”), a comparison be made between performance results at operation speeds corresponding to cab 

speeds of approximately 12 and 25 miles per hour, and that these be 

required to be in substantial agreement. 

SEALING 

Where meter heads are separately submittecl, provision must be 

made, of course, for appropriately marking them after approval or 

rejection. The mark may best take the form of a tag, and this should 

always show the date of test, the make and number of the meter, its 

disposition, and the signature or initials of the inspector who made 

the test. In addition to this information, the tag should show the 

results of the test in sufficient detail so as to be fully informative 

when it is later examined by either inspector or service man. For 

example, it appears to be appropriate for the “approved” tag .to 

show (1) the number of revolutions per mile of the driving spindle 

as determined by the test, together with a statement that this value 

was determined either with or without a gear box attached and, if 

the former, the designation of the gear box or of the gears used, and 

(2) the actual time rate as determined by the test. A “rejected” 

tag should likewise clearly indicate in what respects the meter head 

to which it is attached failed to conform to the specifications and 

tolerances, so that the meter service man may proceed intelligently 

in making the necessary repairs or adjustments. It will be found 

convenient to have the “ approved )’ and the “ rejected ” tags of different colors and to have them SO printed that the desired information may quickly be entered by the inspector. 

It may be appropriate to mention here that when a meter head is 

approved the inspector should at once apply the necessary lead seals 

to secure the adjustments, so that if subsequent alterations are made 

to the meter mechanism this fact will be evidenced by the mutilation 

of these seals. It is also desirable for the “approved” tag to be 

fastened to the meter head by means of a lead and wire seal, so that 

there may be no opportunity for meter and tag to become separated. 

Considering next the meter mounted on a cab, this may be one 

which has previously been approved on a bench test, or it may be 

one which has never been examined by the inspector. In the former 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 95 

case the inspector’s tag, showing the results of the bench test, will 

be attached, and so far as the head itself is concerned, it is only 

necessary for the inspector to assure himself that the seals are intact. 

When the examination and tests of the entire assembly are completed, if the assembly is approved, the tag should be removed, the 

description of the cab should be entcred thereon, and the tag should 

be retained by the inspector to enable him temporarily to close his 

file on that particular meter head; if the assembly is not approved, 

the tag. will, of course, remain attached to the meter head until the 

faulty installation is corrected. 

If the mounted meter has not previously been approved, and if 

upon test tlie entire asscmbly, including the meter head, is found to 

be in proper condition for use, the tag which rre have been discussing 

need not be made out, tlie cab description being entered directly 

upon the test record. However, if either the meter head or the remainder of the assambly is found unsatisfactory, the meter head 

should be properly marked, according to its condition, as has been 

indicated before. 

When an assembly is approved, the inspector should apply the 

necessary lead and wire seals properly to secure the various connections from cab wheel to meter-star gear to cable, cable to gear 

box, and gear box to meter head, or the equivalent of these where the 

construction differs from that indicated. So that the ritling public 

map be advisetl that meters in use have been tested and approred 

by the weights and measures oIfcer, it is desirable that there appear 

on the passenger’s side of the meter head a conspicuous statement to 

this effect. A metal t3g may be used for this purpose, but because it 

is perhaps more conspicuous the gmnmed paper seal may be preferred. In any event, tlie shape, size, and location of the seal should 

be such that the passenger’s view of the meter indications is in no 

may obstructcd. This seal should bc affixed by the inspector as the 

last act of approving the entire installation. Thus the mark which 

the public n-ill be taught to look for upon taximeters as evidence of 

the protection afforded by the weights and measures official. will be 

placed on the meter head only after the inspector has found that 

the meter, the gear box, the star and ring gears, and the tires on the 

cab all bear the proper relations to each oth:>r, and that the connections between these various parts have been properly made. 

If a system of street inspections-that is, a check-up of cabs on 

the street-is to be maintained-and such a system seems to be 

essential if full protection is to be given-the metal or paper seal 

referred to above should give enough information to guide the 

check-up inspector in his work. The date of approval should be 

shown so that meters overdue for rctest may be called in or that other 

suitable action may be taken. The proper size of tire should be 

indicated in some manner so that the inspector may assure himself 

at once that tires of a smaller diameter hare not been substituted 

for those used at the time of approval. Perhaps the best way of 

indicating this is for the seal to show the maximum number of 

revolutions per mile which the tire should make. By noting the tire 

in use and referring to a table showing the revolutions per mile for 

different makes, kinds, and sizes of tires, the inspector can readily 

determine the desired facts. Another method would be to show on 
96 BUREAU OF STANDARDS 

the seal the make, kind, and size of tire in use at the time of approval. If the check-up inspector found a different sort of tire in 

use, he could then refer to his table and learn whether or not the 

second tire in question made the same or a greater or smaller number 

of revolutions per mile than the original one. 

RECORDS AND REPORTS 

It is recommended that the inspector make and preserve complete 

records of the performance of all meters tested as well as a record 

of the cabs upon which they are installed. Occasion will frequently 

arise to refer to the data which are filed in the office, and these 

should be sufficiently detailed to show clearly just what conditions 

were found by the inspector at the time of test. As was mentioned 

by Mr. Cluett last year, the cab record will be found especially 

helpful in the case of complaints by passengers and in many cases 

will obviate the necessity of an inspeetion to determine what meter 

is in question. The cab record is also valuable in following up 

meters for retest. We believe that the most expedient arrangement 

is so to plan the original test record sheets that these may also 

serve as the original file records of meters tested. 

It has been mentioned that the operator or owner should be fully 

advised as to the condition of a meter which the weights and measures official permits in use, and that similar information should be 

given in respect to rejected meters so that the proper repairs or 

adjustments may be made. A carbon copy of the test record, if this 

is informative, is a satisfactory and convenient means of conveying 

this information; this plan has the further advantage of reducing 

to a minimum the clerical work involved. 

CONCLUSION 

Our final recommendation in relation to the testing of taximeters 

is addressed particularly to the weights and measures officer who is 

about to undertake this branch of weights and measures activity for 

the first time. From the knowledge and experience which we have 

gained in the course of our investigation here at the Bureau of 

Standards we are convinced that the official examination of taximeters is a matter of genuine importance to a community in which 

they are used, and that this work should be undertaken promptly in 

those jurisdictions where such supervision does not now exist ; but 

we are likewise convinced that this supervision should be inaugurated 

only after the official has made a careful study of the subject and has 

familiarized himself not alone with the taximeter as a machine but 

also with the service demands made upon it and the many special 

conditions surrounding its use. Fortified with this information the 

official will then be in a position to proceed confidently and expertly 

with the inspection and testing of the mechanical devices themselves 

and with the development and enforcement of the necessary rules 

and regulations governing their operation. 

Mr. SMITH. There are present at this conference representatives of 

several taximeter manufacturers. I know that during the recesses 

of the conference those gentlemen will be very glad to go into the 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 97 

details of how their taximeters work and explain all matters about 

which you may be unfamiliar; also, I will be glad to do my part 

and go as far as I can with you along the same line. We hope that 

you ill familiarize yourselves with the taximeters which are here 

on exhibit. 

REPORT OF COMMITTEE ON SPECIFICATIONS AND TOLERANCES 

ON SPECIFICATIONS AND TOLERANCES FOR TAXIMETERS, PRESENTED BY F. S. HOLBROOK, CHAIRMAN 

In connection with the investigation of taximeters conducted in 

accordance with the instructions of the conference over a period of 

the last two years, your committee has drawn up and now presents 

for your consideration a proposed code of specifications and tolerances for taximeters. The specific recommendations have been 

mimeographed and are already in your hands. In accordance with 

the usual practice, your committee presents this code for consideration and, if satisfactory, adoption. It is our recommendation that 

any action taken be tentative only, so that during the ensuing year 

they may be tried out, and if any amendments appear to be necessary 

or desirable these can be recommended before final adoption. 

Your committee desires to acknowledge its indebtedness to Ralph 

W. Smith, of the Bureau of Standards, whose large fund of information was freely offered and freely drawn upon in the preparation 

of the code. 

Respectfully submitted. 

CONSIDERATION 

Mr. HOLBROOI~ 

TEX TATIVE 

(Signed) F. S. HOLBROOH, Chairman, 

Committee on Specifications and Tolerances. 

TVM. F. CLmm, 

A. W. SCHWARTZ, 

OF PROPOSED SPECIFICATIONS AND TOL3ERANCES 

FOR TAXIMETERS 

(reading) : 

SPECIFICATIONS AND TOLERANCES FOR TAXIMETERS 

(The committee recommends that the italicized portions of the following be 

nonretroactive in application.) 

DEFIiWTIONS 

A “taximeter” is a machine adapted automatically to calculate, at a predetermined rate or rates, and to register the charge for hire of a vehicle. 

The “fare” is that portion of the charges to be paid by the passenger for 

the hire of a vehicle, which is automatically calculated by the taximeter 

through the operation of the mileage mechanism, the time mechanism, or a combination of these. 

The “ extras ” are those charges which are to be paid by the passenger in 

addition to the fare, and include any charges at a flat rate assessed for the 

transportation of passengers in excess of a stated minimum number as well as any charges for the transportation of baggage. 

The “face” of a taximeter is that side upon which the charges to be paid by 

the passenger for the hire of a vehicle are indicated. 

A ‘‘ single-tariff ” taximeter is one designed to calculate fares based on mileage at a single rate only. 

A “ multiple-tariff ” taximeter is one so designed that it may be set to calculate fares based on mileage at any one of two or more rates. 
98 BUREAU OF STANDARDS 

A taximeter shall be considered to be “ cleared ” when it is inoperative with 

respect to all fare registration, when no figures indicating fare or extras are exposed to view, and when all of the parts are in that position in which they are designed to be when the vehicle to which the taximeter is or may be 

attached is not engaged by a passenger. 

A “ money drop ” is an increment of fare registration. The “ initial money 

drop ” is the initial fare registration following the flag pull. 

The “ flag” is the metal plate attached to the end of the lever arm by means of which the operating condition of the taximeter may be manually controlled. 

SPECIFICATIOR’S 

1. Taximeters shall be so designed and constructed as to calculate the fare 

(a ) Mileage traveled. 

(b) Time elapsed. 

(c) A combination of mileage traveled and time elapsed such that when 

the taximeter is operable with respect to fare registration, the fare-registering 

mechanism is actuated by the mileage mechanism whenever the reliicle upon 

which the taximeter is installed is in motion at such a speed that the rate of 

mileage revenue per unit of time equals or exceeds the time rate, and may be 

actuated by the time mechanism whenever the speed of the vehicle is less than 

this, or when the vchicle is stopped. Whrn constructed upon this principle, 

prorision shall be made whereby the driver of the vehicle may cause the clock 

mechanism to be operative or inoperatire with respect to the fare-registering 

mechanism, as the occasion mag demand. 

The ACTING CHAII:MAN. The usual procedure will be followed, and 

any comments on each specification should be made follox7ing its 

reading. Are there any comments or questions on this specification? 

Mr. HOLBROOIC (reading) : 

2. Taximeters shall be so designed and constructed that the following indications are shown upon the face : 

(a) The condition of the taximeter; that is, whether it is inoperative or operative, and, if the latter, the character of fare registration for which it is 

set. This specification shall be construed to require (1) that while a taximeter is clcarcd the indication “ not registering,” “ vacant,” or an equivalent 

expression shall appear ; (2) that in the case of singletariff taximeters, while 

the taximeter is in condition for fare registration on any basis, the indication “ registering,” “ hired,” or an equivalent expression shall appear ; (3) that in 

the case of multiple-tariff taximeters, while in the condition described in (2) 

preceding, the basis for the particular tariff for which the taximeter is set 

shall be shown. In the case of the lowest rate for which the taximeter is 

adjusted the indication specified in (2) preceding shall be considered satisfactory ; in the case of anu higher rate th: indication. shall be shown by szich an expression a8 “three or mom persow, ctc.; and (4) that while the taximeter is so set that the clock mechanism is inoperative with respect to fare 

registration the indication “ time not recording,” or an equivalent espression, 

shall appear, except when the taximeter is cleared. This indication may re- place the indication specified in (2) preceding, but shall be in addition to ths 

indication specified in (3) preceding for thet higher rates on multiple tari.iffl 

taximeters. 

(b) The accumulated fare. The indications shall be identified by the word “ fare ” or by an equivalent expression, and their values shall be defined by 

suitable words or monetary signs. 

(c) The extras. Taximeters are not required to be constructed so as to 

register charges for extras, but when so constructed the following shall apply : 

Extras shall never be included in the fare registration, but shall always be 

indicated as a separate item. They shall he identified by the word “extras” or by an equivalent expression, and their values shall be defined by suitable 

words or monetary signs. 

Whenever charges for extras are prohibited by legal authority, or whenever 

the assessment of extras has been discontinued by a given taxicab operator, 

if the taximeters in use in the jurisdiction or by the operator in question are 

only upon one of the following bases : 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 99 

constructed to register extras, the extras mechanism on such taximeters shall 

be rendered inoperable or all indications on the faces of the taximeters of 

charges for extras shall be efkctively obscured by permanent means. The indications required by this smcification shall be displayed through, and 

shall be entirely protected by, glass, which shall be securely attached to the 

metal housing of the taximeter, so that the indications will be protected by the 

oficial seals. 

3. Except as provided by the second paragraph of specification No. 2 (c), 

and except when a taximeter is cleared, indications of the amount of fare and 

extras registered shall nerer be oliscured, and the apertures through which 

such indicatioiis are read cliall never be covered. 

4. All apertures through nhicli any indications or markings are viewed at 

any time shall be of such location, size, and design that the indications may be 

read with precision. This specification shall be construed to require that in 

the rate of drums or dlals designed to advance intermittently, but one indication shall be exposed to view at one time, and that in the case of graduated 

drums or dials designed to advance gradually and continuously and to be read 

in combination with an indicator, a sufficient number of graduation7 and figures shall be exposed to view at all times readily to permit the indications to be 

read correctly. 

5. All ta.rimetcrs shall be naarked upon their faces to slt,ow tlie rates, both 

,‘or mileage and time, for which the?! are adjusted, and the schedule of extras 

when such charges arc rccogniaed. This specificatioiz shall be cmstrued to 

require a statement of the nzileage and time rates for the initial as well as for subscqucnt intervals whenever tkc rates are not unifortn throughout. The 

words “rate,” rates,” or “rates of fare ’’ shall precede the actual statement 

of the rates, aiid the latter shall be self-ezplanatorg and readily understandable 

by the ordinary passenger. 

It may be said in relation to this part of the specification that taximeters are not ordinarily so constructed at the present time. In 

many cities it is customary for an ordinance to require that the schedule of rates be posted somewhere in the taxicab, as on a card under 

a glass in the front of the passenger compartment. Howevcr, it is considered that that is not a suiticient protection, inasmuch as the card 

rate can at any time be changed while the taximeter may continue to 

register upon a different rate. It seems that information as vital 

as the rate upon which a taximeter is adjusted should be shown integral with the machine and in such a position that the schedule of 

rates can not be changcd without breaking the seal. If at any time 

the operator desires to operate under a new schedule of rates, then 

the meter can be adjusted and the rates shown on the face of the 

meter can be changed at the same time accordingly. 

The markiiig required by this specificatimz shall either be of a pem?za.rwnt 

character or shall be displayed through, and shall be entirely protected by, 

glass securely uttached to thc metal houying of the taximeter, so that the 

wzarking will Be protected i3y the oflcial seals. 

Mr. SWEENEY. Mr. Chairman, I would like to ask the secretary if 

in the drawing up of these specifications relative to the marking of 

the rates on the meter it was considered if they would be presented 

in a manner which would be understandable to the passengers. I 

mould like to know where you will put on the face of the meter all 

the matter required by this specification 5. In Massachusetts, up 

until a short while ago, me merely indicated the diameter of the 

wheel by a number, such as “32” or “33,” but under the rules or 

regulations made by the director of standards there are required 

these words: “This meter tested for a 32-inch wheel,” or “This 

meter tested for a 33-inch wheel.” 

[Reading:] 

66436”-26---8 
100 BUREAU OF STANDARDS 

Mr. HOLBROOK. The committee has given consideration to that 

question and has come to the conclusion that all meters shown here 

except one have sufficient room to give the information required. In 

that one case a slight modification of the face will be necessary in 

order to incorporate the proper information. In relation to the 

second consideration which Mr. Sweeney has raised as to marking 

the meter on its face with the tire size, the committee is of the 

opinion that such information is not of very much value to the 

passenger, since it is extremely unlikely that he will check the tire 

size, and for the additional reason that the tire size specified upon 

the face of the meter ought to be the actual diameter, and our tire 

situation is now such that actual tire diameters and nominal tire 

sizes are often not the same. 

Mr. FOSTER. Mr.Chairman, I would like to ask the secretary if 

he does not think the tire size would be important to the sealer in 

case a smaller tire was substituted after the inspection. 

Mr. HOLBROOIL The tire size should be marked on the seal by the 

inspector by means of a figure which need be intelligible only to 

him to show that the meter was supposed to be attached to a taxicab 

having tires of a certain size. For instance, in the case of a tire 

having an actual diameter of 32 inches, the figure " 32 " written any 

place on the seal would be sufficient information to the inspector. 

Mr. SWEENEY. Mr. Chairman, this specification indicates that the 

reading shall be self -explanatory and readily understandable by the 

ordinary passenger. 

Mr. HOLBI~OOIC. That is in relation to the rate ; the tire size is not 

a part .- of . the information required to be given to the public by this 

specification. 

Mr. MILLS. Mr. Chairman, on the Ohmer printing meter it is 

absolutely true that it is alrhost impossible td coveruthat data by 

glass. It would be very expensive in the first place, and the opening through which you view the drums is too small. It is possible 

that a plate bearing the information could be riveted on. 

Mr. HOLBROOK. The specification is to the effect that the marking 

required shall either be of a permanent character or shall be displayed through, and shall be entirely protected by, glass securely 

attached to the metal housing of the taximeter, so that the marking 

will be protected by official seals. A plate could be attached by 

riveting it on the housing from the inside of the case, so that it 

could not be replaced without the seal being broken. 

6. All individual change gears utilized i?a compensating fm differences in 

tire dianzeters shall be plainly marked to show the number of their teeth. 

This specification is nonretroactive, but as a matter of fact I think 

all gears are now labeled. 

[Reading:] 

[Reading:] 

7. All indications and markings required under these speciflcations shall be 

of such size, design, material, and location and shall be so applied or affixed 

that they are definite and distinct and that they will not tend easily to become 

obliterated or illegible. 

8. All taximeters shall be equipped with a flag. The positions of the flag, 

corresponding to the different conditions of a taximeter, shall be mechanically defined, and displacement from any one of these positions shall be sufficiently obstructed so that the accidental or inadvertent changing of the condition of the taximeter is improbable. The flag shall be at its highest position when the taximeter is cleared, and in this position the whole of the flag shall 

be above the level of the taximeter housing. 
EIGHTEENTH CONFERENCE ON WEIGISTS AND MEASURES 101 

Adequate provision shall be made so that the attempted movement of the 

flag to an operating position immediately following its movement to the 

cleared position will automatically be so delayed that the taximeter mechanism may come to complete rest in the cleared condition before such subsequent movement is begun. 

You will note that a small portion of that is nonretroactive because 

of one meter, the whole flag of which is not in sight. That can be 

easily remedied in the future by lengthening the staff to which the 

flag is attached. [Reading :] 

9. The knob, handle, or other means utilized to actuate the " extras " mechahism shall be inoperative whenever the taximeter is in the cleared condition ; 

that is, whenever it is not in a condition to register fares. 

10. Adequate provision shall be made for sealing all taximeters, and in 

the case of complete assemblies-that is, installations upon cabs of taximeters 

and the various gears and other parts required for service operation-adequate provision shall be made for sealing all of the parts in place in such manner that no adjustments, alterations, or replacements, affecting in any way 

the indications, the time or mileage rates, or, in general, the accuracy of the 

taximeters or the assemblies, can be made without mutilating or destroying 

the seal or seals. 

11. When mounted upon a cab a taximeter shall be so placed that its face 

is in plain view of a passenger seated upon the rear seat of the cab. Adequate lighting facilities shall be provided for so illuminating the face of the taximeter that the indications thereof may be conveniently read by the passenger, 

and the face of the taximeter shall be so illuminated whenever the taximeter 

is in operation and artificial illumination is necessary for the convenient reading of its indications. 

12. Taximeters shall be of such design, eonstructioib, aibd materials that they 

may reasonably be eapectecl to zoitlzstand ordiuary usage without in%puirment 

of thew accuracv or the correct functioiiing of their operating and indicating 

parts. This specification shall be construed to requare that in the case of 

ratchets and pawls and, similar comMnations, wherever the accuracy or consistency of the indications of the taximeter %could be affected by the wearing 

away or the defol-mation ot one or both of the cooperathag parts, the ratchets 

and pawls shall be fabricated of such matwicll and shull be hardmed to such a degree and extent that the wear or deformation resulting from use wall be 

reduced to a ndnzmum. 

13. All taximeters and all mechanisms and devices designed to be attached 

thereto and used in connection thcrcwith shall be of such design and con- struction and shall be so installed for ube that they do not facilitate the 

perpetration of fraud. 

TOIXEANCES 

Nom-In computing road results and calculating the values of change gears 

for the purpose of applying tolerances the mean effective circumference of tire 

shall be used. This shall be determined upon a new tire of the size, kind, 

and make in use, infiated to the pressure recommended by the manufacturer, 

and mounted upon a vehicle, by causing the tire to describe several complete 

rerolutions upon a smooth surface, finding the average distance advanced per 

revolution, and deducting from the result 1 per cent. 

The reason for this figure of 1 per cent is that it has been found 

that the wear on a tire from the time it is new until the time that it 

would usually be discontinued by a taximeter company will result 

in a shortening of the effective circumference of about 2 per cent. 

Therefore, when a meter is tested upon a car equipped with new 

tires, if we subtract 1 per cent from the circumference of the tire 

we will calibrate the meter to the average circumference of the tire 

during its normal life. 

DEFINITIONS.-A " bench test" is a test of a taximeter head alone, except 

that the gear box-that is, the change gears designed to compensate for tires 

of different sizes-may be attached. 

[Reading :] 
102 BUREAU OF STANDARDS 

A “wheel test” is a test of the entire taximeter assembly when mounted 

upon a rehiclc, the mechanism being actuated by the mechanical revolution of 

the vehicle wheel while tlie cab remains at rest. 

A “road test” is a tebt similar to a wheel test, except that tlie mechanism 

is actuated as a result of cab travel. 

The “ initial ” mileage or time interval is the mileage or the interm1 cor- responding to the initial money drop. “ Tolerance in deficiency ” and “ tolerance in excess ” are thc allowable errors in the directions of overregistratjoii and underregistration, respectively. 

TOLERANCES.-The tolerances to be allowed on all taximeters shall be as follows : 1. Tolerances on mileage a) 011 bench test: With respect to the 

nominal number of spindle is, no tolerance in deficiency and a toler- ance in excebs of 109 feet plus 2 per cent. 

(b) On wheel and ro:td test5 : With respect to distaiice computed or actually trarcled, no tolerance in deficiency and a tolerance in excess of 100 feet plus 

4 per cent: Provided, howver, That 011 a road test if the vehicle tires are obviously worn a tolerance in tleficiency of 1 per cent shall be allowed. 

2. Tolerances on time tests.-( (1) On iniliridual time iiitervals : A toler- ance of 3 scconds 1Jer miiiute (3 per cent n tleficieiicy and :I tolerance of 6 

seconds per minute (10 per cent) in exec Provided, however, That on tlie 

initial tirnc iiitcrral the tolerancc in cxce 1i:ill he 3 scccmls per minute (13 

per cent). 

(b) On thc arerage tiinr interval (computed after exclutling tlic initial interval) : No tolerance in tleficicLncy and a tolermcc of 3 seconds per minute 

(5 per cent) in cxccs~ 

A note should be added at tlie end of these specifications soniewhat to the following effect : 

Conflict of laws and regulations.-In the abore specifications certain items 

may appear which may conflict in certain juriwlictioiis \rith present State or 

local lams or ordinances. In such ca7.e’; of conflict an attempt should be made 

by the weights and memure official to harmonize tlie requirements, and in 

the meantiiiie it may be found necessary to suspend the enforcement of such 

specifications. 

As before mentioned, the recommendations of the committee in 

respect to the code on taximeters will be the same as their general 

recommendations in the case of any nen- specifications, namely, that 

any adoption of them be made tentative. 

RIr. Swcixn. 3h. Chairnian, I understand that these are not 

to go into effect immediately. 

31r. HOLBROOR. The comniiltee‘s recommendation in these cases 

always is that any adoption thereof be tentative, so that the matter 

can be negotiated with the officials, the manufacturers, the industry, 

and the consumers, and so that tlie officials will be given the opportunity of observing hat tlie results would be of enforcing these 

as they stand. Then, if it has been demonstrated during the year 

that changes are desirable, such changes can be recommended. 

Mr. SWECXEY. I arise, Mr. Chairman, to speak upon the time test 

and to make this explanation: I presume I have had as fair an 

amount of experience in the testing of taximeters as any man in the 

conference. We have practically 1,000 in our city to-day, and we 

do not permit any to be put on calx until they Teceive a time test; 

but we are a little more generous than these specifications and tolerances state here, because we have come to a realization that dm care 

should be taken not to do an injury to the manufacturers of taximeters. Adjiistments required to correct errors in mileage registration necessarily affect the action of the time mechanism, and I fear 

the time tolerances proposed are not liberal enough. I am taking this matter seriously, and I raise this question because I do not want 
EIGHTEENTH COKFERENCE ON WEIGHTS AND MEASURES 103 

anyone to ask me why I accepted tolerances which seemed to me to 

be too small. 

Mr. KELLY. In view of the fact that me must again consider these 

at the nest meeting, I move the tentative adoption of these specifications and tolerances. 

(The motion was seconded.) 

RIr. AUSTIN. I want to say, Mr. Chairman, that one or two questions that I have had in mind have been solved to my satisfaction, 

but I vant to ask Mr. Smith if he has given any consideration to the 

testing of meters operated through a transmission drive. That is a 

question that is going to confront the weights and measures officials 

in the near future, because I understand that one company expects 

to put on about 200 cabs so equipped in my city and are waiting 

anxiously for my decision as to whether they may use them. They 

claim that with the four-wheel brake cars there is apparently no 

manner in which they can connect the star and ring gears. 

Mi*. CXIST. I want to state that in New Yorlr we use the stargear car. We always find that in the case of the transmission drire 

the meter records faster than the mileage traveled. In wintertime 

the rear wheel, operated by the transmission, spins in the snow, and 

with the transmission drive the passenger is paying for it. We have 

some makes of cars with four-wheel brakes, and we have found it is 

not such a hard job to add the star and ring gear drive. 

(The question on the tentative adoption of the specifications and 

tolerances for taximeters was taken, and the motion was agreed to.) 

(At this point a motion to recess was made and seconded, the 

question was taken, and the motion was agreed to.) 

(Thereupon, at 1 o’clock p. m., the conference took a recess until 

2 o’clock p. m.) 
FIFTH SESSION (AFTERNOON OF WEDNESDAY, MAY 

27, 1925) 

The conference reassembled at 2.05 o‘clock p. m., I. L. Miller, first 

vice president, in the chair. 

WEIGHING IN THE CUSTOMS SERVICE 

By FRED W. GAGT, Engineer of Scales, TrcaarirU Department 

The customs service of the Treasury Department is almost as 

old as the constitutional government of our country, and its function 

is the administration of the “tariff law ’’ or the collection of the 

revenue on imports into the United States. For the efficient administration of the law the organization consists of a main administratire office in Washington, mith a director of customs at its head, and 

47 collection districts, geographically divided, each in charge of a 

collector of customs mith subordinate appraisers, surveyors, inspectors, weighers, and guards. 

Imports may be entered at approximately 300 ports of entry and 

600 stations along the coasts and borders. In the “tariff act on 

imports into the United States ” practically all specific duties are 

based on the weight of the article or commodity, thus making one 

of the prime functions of the service the quantity determination by 

weighing. 

The weighing equipment required in the performance of this duty 

consists at the present time of 2,035 scales and balances of all types, 

ranging in size from the most sensitive balance for weighing precious 

stones to the large autotruck scales for weighing bulk merchandise in 

truck-load lots. The equipment of the ports or stations varies from 

the single counter scoop scale for weighing an occasional parcel of 

produce at a Canadian or Mexican border station to the vast equipment of over 900 scales for all purposes at the port of New York. 

Many and varied are the problems which arise in providing and 

maintaining the equipment necessary to economically weigh the vast 

stream of commodities which pours over the boundaries of our cduntry from all corners of the earth. On some commodities-pig iron 

and limestone at 75 cents per ton. for instance-the duty is so low 

that the revenue collectecl thereon will almost be absorbed by the 

cost of weighing if it is not economically done ; and again on other 

commodities it is so high that the loss of a small fraction of a pound 

per draft, if the scales do not weigh extremely accurately, will mount 

to an astounding figure per month on the enormous quantities imported and necessitates constant vigilance in keeping the scales to 

the required degree of sensitivity. Trapper tobacco pays a duty 

of $2.10 per pound, is weighed in bales averaging about 85 pounds 

each, and the quantity weighecl over one scale in a day frequently 

represents a duty of over $363000. 

104 
Miscellaneous Publications, Bureau of Standards, No. 70 

Portable 5,000-pound automatic weighing and recording scales used 

for sugar weighing in the Customs Service 

FIG. 9.-Bags of sugar passing from ship to scale chute by electric coilveyor 

FIG. lO.--Uugs of suqur being weighed 

EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 105 

Sugar represents the article of greatest revenue, the importations 

last year having totaled approximately 7,000,000,000 pounds, with a 

resultant revenue in excess of $100,000,000. Because of the fixed 

points of discharge of this commodity, usually at sugar refineries’ own wharves or piers, the weighing has resolved itself into a 

comparatively simple routine. The sugar is generally weighed on 

the importer’s industrial electric trucks, of which frequent tare 

weight is taken, and which are run over the Government scales 

directly on their way from the shipside to the storage warehouse. 

Specially designed Treasury Department automatic weighing and 

recording scales l6 of 5,000 pounds capacity and of the overhead suspension lever type, with uniform test-weight equipment, have been 

permanently installed, and weighing is done with extreme accuracy 

(well within the one one-hundredth of 1 per cent) and at a cost to 

the Government approximating 2 cents per ton. It is not at all uiicommon for one scale on this work to weigh four thousand eight 

hundred 330-pound bags of sugar, or 1,500,000 pounds, in eight 

hours. 

The customs service is always prepared to cooperate with importers in eliminating labor waste and with that end in view has 

developed a semiportable automatic weighing and recording scale 

of 5,000 pounds capacity, equipped with a chute to permit loading 

of the scale from electric belt conveyers which transfer the sugar 

directly from the ship side to the scales. Four 330-pound bags represent a load and are held in the chute by a gate, which is released 

by hand upon the conclusion of each weighing, allowing the sugar 

to be discharged by gravity onto another conveyer. A battery of 

four of these scales has been installed at the new Texas City Sugar 

Refinery.17 

Not all commodities, however, present such favorable conditions 

for weighing. Express cargo from the large trans-Atlantic liners, 

which is discharged from the steamers with as great a dispatch as 

possible so as to speedily release the steamers, can not be weighed 

simultaneously with the discharge from the ship because of its 

mixed nature, and must be rehandled for weighing. The congestion 

on these piers makes impossible the use of platform or dormant 

scales, and only an extremely portable equipment which can be 

moved along as the merchandise is passed over it will serve. The 

old-fashioned weighmaster’s beam has been used on this class of 

weighing for years and still is largely used. Fortunately this express cargo is of such a nature, usually standard package goods, that 

satisfactory weight is obtainable by weighing and taring a percentage of the goods selected at random out of each importation. 

The weighmasters’ beams used for this purpose range in capacity 

from 100 to 3,000 pounds. This same type of equipment is generally 

used whenever a weighable importation is discharged in a location 

to which cargo is delivered only infrequently-perhaps once a year. 

In the year 1910 it was found advisable to establish an engineering office in the customs service for the purpose of better handling 

and systematizing the weighing. The author was detailed to this 

position, and a vast field of opportunity for improvement presented 

18 See fig. 11. Sce figa. 9 and 10. 18 See fig. 12. 
106 BUREAU OF STANDARDS 

itself. Great progress has been made in reducing weighing losses 

and in expediting the handling of cargo, with the result that in many 

instances the cost of handling is nom one-tenth of what it was 15 

years ago. Much more suitable weighing equipment is being provided for specific purposes. The Treasury Department automatic 

weighing and recording scale, previously referred to, and of which 

120 are now in use on sugar weighing, is one of the products of 

this work. 

of this type, which is sensitive to 1 pound, 

and with a 5-pound beam increment, is now being provided in the 

vicinity of the large steamship piers at the larger ports. These 

scales are proving highly effective in reducing the cost of weighing 

bulky commodity, such as mahogany and box\voocl logs, steel, dry 

colors, print paper, grindstones, and the like, on which the cost was 

quite an item. This scale saves in cost of labor alone in a year 

more than the initial cost of the scale, and the benefit resulting is 

threefold, for it also minimizes the loss on perishable merchandise 

and helps to relieve congestion of traffic on the piers. 

Much difficulty has been experienced in finding commercially constructed scales which mill, on continuous daily weighing, indicate 

uniformly correct. In using such scales, especially of the platform 

type, on bulk-cargo weighing when running hand trucks over same 

generally in one direction, it has been found that the drifting of 

levers and loops introduces a progressive error which frequently 

exceeds the tolerance allowed on the scales. This error, even if 

slightly within the tolerance, nevertheless is greater than permissible 

when it becomes, perhaps, one-fourth of 1 per cent of the load 

weighed. This error on an involved revenue of $10,000 per day 

would, of course, mean a loss of $25. Constant vigilance is necessary in keeping the scales in proper order. 

Since 1911 it has been required that whenever a battery of scales 

is in continuous operation a truck load of standard test weight equal 

to the average weight of the load is kept with the scales and weighed 

every hour. For this purpose alone over 2,000 standard rectangular 

50-pound test weights are used. In most instances the weights in 

900-pound lots are locked in a steel box, which is sealed off to weigh 

100 pounds, mounted on a 200-pound hand truck. 

At the port of New York two scale experts and two experienced 

weighing inspectors are kept busy constantly with checking standard and sealing-off sets, keeping the weighing equipment calibrated. 

At that port the 50-pound field test weights are maintained accurate 

to within 5 grains and all the weights are checked once in three 

months. The portable equipment is calibrated every time \\Then it 

is returned to the equipment room, and if not found within the required tolerance is sent to the shop for repair. 

Every customs headquarters port is provided with a set of brass 

checking standards. and the regulations require that the surveyor 

of customs witness the comparison of the weights with this standard 

twice a year. Every effort is made to maintain the equipment in 

the best possible order, and it is believed that the splendid condition 

of the customs equipment has been an inspiration to importers in 

A %-ton truck scale 

0 

18 see fig. 12. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASDRES 107 

maintaining their equipment in better condition than it would have 

been otherwise. 

DISCUSSION OF ABOVE PAPER 

B4r. DALE. Mr. Chairman, I Tvould like Mr. Gast to tell us what 

method the Government adopts to determine the scoured contents of 

the ~vool on which the duty is 31 cents a pound of clean content. 

IVool comes into the country with from 30 to 70 per cent of grease 

and dirt, and it seems to me there is a chance there for error and 

fraud. 

Mr. GAST. There seems to be quite a contention at the present 

time about weighing wool. The wool importers are very anxious 

to have their wool released as quickly as possible and there seems 

to be a difference of opinion among the importers themselves as to 

whether 100 per cent of the wool should be weighed, as is advocated 

by some, or vhether a small percentage of the wool should be 

weighed. The practice is to extract certain samples of unwashed 

woo1 and take it to the appraiser’s warehouse, where the wool is 

thoroughly examined to determine its quality and characteristics. 

Does that answ_er the question? 

Mr. DALE. It answers the question, but it conflicts with information that, I have from the customhouse to the effect that very few 

loads are tested by either small or 100 per cent test loads. I understand that they are using the estimates of the exporters in New 

Zealand, Australia, South Africa, and South America in order to 

accommodate the importers in this country and save time. 

Mr. GAST. I can not give definite information on that. I am glad 

to hear what you say, because the policy of the Washington ofice 

is to have 100 per cent weighed wherever possible. 

The ACTING CHAIRMAN. Are there any questions anyone wishes to 

ask Mr. Gast? If not, I wish to thank Mr. Gast for giving this 

paper on a subject which I think is new to most of us. 

DISCUSSION OF TENTATIVE SPECIFICATIONS AND TOLERANCES 

FOR TAXIMETERS 

The ACTING CHAIRMAX. It has now come to the attention of the 

Chair that we have as guests representatives of the taximeter companies who have not been heard, and in line with the policy of the 

conference I am going to give these gentlemen a few minutes in 

which to make comments on the tentative specifications and tolerances for taximeters. 

Ah. J. W. WEIBLEY (representing the Pittsburgh Taximeter Co., 

Pittsburgh, Pa.). Mr. Chairman and gentlemen, first of all I want 

to take this opportunity to congratulate Mr. Smith on the able 

manner in which he has handled the technical side of this taximeter 

question. He has, without doubt, prepared the most able and illuminating article that I have ever seen prepared on taximeters. It is a 

great deal of satisfaction for me to know that the United States 

Bureau of Standards has such an excellent understanding of the 

whole technical side of the question. 

With reference to the report of the committee on specifications and 

tolerances, I am thoroughly in accord with the re ort of the committee with one or two exceptions. It may be o B interest to you 
108 BUREAU OF STANDARDS 

gentlemen to know that in the whole United States there are only 

40,000 taximeters in use; there are 160,000 vehicles for hire on which 

the fare is computed by speedometers. This whole matter of taximeter regulation should be approached very carefully. Wherever 

the taxi industry has sprung up in the small town the first thing the 

city fathers have done has been to prepare and pass laws to regulate 

these taxis. In many cases these laws are absolutely inoperative because they are not applicable and because there are no facilities to 

enforce them. 

We would like to see uniform taxicab laws and uniform taximeter 

regulations throughout the country. A year ago I made a plea before your body for some uniform regulations-standard specifications which might be adopted by the various cities throughout the 

country. At present, in one place they want one kind of tolerances, 

and in another place they want something else. In the large cities 

it does not make much difference to us what the tolerances or the 

specifications are. It is a question of cost. We can make anything. 

We can make clocks and get them so fine that there are practically 

no variations. It might cost $500, but it can be done. 

But referring to the specifications which have been drawn by 

your committee, it is not the easiest thing in the world to take care . 

of the adjustment and inspection of taximeters in all places, especially in the smaller towns. In the large cities, where we have 

service organizations, mTe adjust the meters to suit the sealers; whatever their specifications are we try to comply with them; but let 

me try to picture what may happen in other places. In the remote 

town of St. Augustine, for example, it is impossible for a taximeter 

company to have the service of experts to take care of such a complicated mechanism as a taximeter. In all your weighing devices I 

doubt if you have anything so complicated. Well, the men in 

those small towns will buy taximeters; but if you do not provide a 

reasonable tolerance and if the sealer of weights and measures condemns the taximeter the operator will go back to the speedometer, 

in which case the sealer of weights and measures will probably 

never bother him at all. Now, the taxicab company is trying to 

operate on a basis that is far better than a speedometer basis. The 

taximeter is certainly better than an instrument which is never accurate and which is never supervised, and the favor you should do is 

to start with specifications and tolerances liberal enough so that 

these small towns can conform with them. 

The only suggestion I would offer in relation to these specifications 

and tolerances this year is that we should leave off the special lettering, and that we should increase the tolerances on the initial 

fare. When a taximeter goes into operation many small gears are 

loosely engaged at first, but this lost motion is quickly taken up 

on the first interval. So far as the drive of the mechanism goes, 

that should be left open at this time, because many cities will not 

take that into consideratioh, and if you specify that a taximeter 

must be driven by the front wheel you are likely to complicate the 

situation very seriously. 

Start out with your tolerances and specifications liberal enough, 

and next year, if necessary, tighten them up. This is a new industry, and it is a very small industry, We are trying to make the 

, 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 109 

baby industry grow, and we are trying to get smaller cities to 

adopt taximeters; but remember we now have only 40,000 out of 

the 200,000 cars for hire. 

While your specifications are tentative, the only danger about 

them that I see is that some cities or municipalities may take them as a pattern and adopt ordinances that may become dead letters, 

like they did when they took ordinances froni cities that were too 

large to fit in with their local conditions. I am only considering 

this from the standpoint of the greatest good to the greatest number. 

Mr. J. B. MILLS (representing the Olimer Fare Register Co., Dayton, Ohio). Mr. Chairman and gentlemen, I heartily concur in 

what Mr. Weibley has said. This problem means more to us than, 

perhaps, you gentlemen realize, and after all there are two sides to 

the question. There is the phase of the limitations and allowances, 

and we believe in getting those just as close as we possibly can. 

I believe 

this is only the second time it has been up for discussion here, which 

proves the fact. Since Blr. Smith has been on this work we have 

macle improvements to increase the efficiency of our taximeters. We 

believe in those things which will improve taximeters, and the 

manufacturers are considering this from a business standpoint. The 

taximeter field is more or less limited, and it is not like other measuring devices. There are not so many competitors in the United States 

yet, and what few there are hare to divide the business so that we 

can all make a living. If we are to grow, we must get some of the 

operators who arc not using taximeters to install them. This will 

result not only in selling taximeters but in protecting the people. 

Now, we are tuned up to make taximeters and we want to make 

them, but, as Mr. Weibley says, me can not get the business if we 

are held to too strict limits at this time. We have no difficulty with 

the taximeters in the large cities where we have a great many cabs 

and where we maintain scrrice stations: in those places we arc prepared to adjust the meters and take care of them at all times; but 

when we go to the small town and try to sell taximeters our prospects say it will be a big job to keep these meters in shape; and the 

stricter the regulations the harder it m-ill be to increase the use of 

taximeters. Another problem confronting us at this time is the 

foreign market; the duty is low and foreign manufacturers are 

cutting prices and that is hurting us. So with the limitations that 

are suggeated in the specifications it is going to make it doubly 

hard for us. 

I appreciate what you have done. I know your representatives 

have been to our plant, and I think to all the other manufacturers 

as well. While we want to make the meters as accurate as we possibly can, we hope you will make your regulations as reasonable as 

you possibly can and by and by we can give you just what you want. 

Mr. HOLEROOK. In relation to the tolerances that have just been 

tentatively adopted, do you think they would be reasonable for the 

larger cities, such as New York, Chicago, Detroit, and Boston? 

Rfr. MILLS. Yes ; absolutely. 

Mr. HOLBROOK.f course, I see your argument, but there would 

be considerable difficulty in the way of administration if we recommended something for the large cities and something else for the 

As Mr. Weibley said, the taximeter is in its infancy. 

b 
110 BUREAU OF STAX’DARDS 

small cities and towns; and there is one other thought. The committee has taken into consideration that the taximeter is far from being 

a perfect machine, which is illustrated, for instance, by the nine 

seconds per minute tolerance in excess on the initial time interval. 

Those tolerances now are so much greater than the conference has 

established on less complicated pieces of apparatus that they appear 

entirely reasonable to us. However, have you any concrete suggestions as to the size of tolerances you need in cities outside of the 

metropolitan class ? 

Mr. MILLS. The trouble in regard to the initial fare is this: When 

you throw the flag, the gears may not come together just right and 

there is apt to be a little movement throwing them too far ahead. 

After a long time the average accuracy will be fairly good and will 

be well within the limitations. In my opinion, if we could increase 

the tolerance in excess on individual intervals after the first from 

10 to 13 per cent and on the first interval from 15 to 20 per cent 

it would help out wonderfully. Mr. HOLBROOK. A question has been asked me as to the meaning 

of a portion of the tolerance section. The wording in question is 

“On bench test. With respect to the nominal number of spindle revolutions no tolerance in deficiency and a tolerance in excess of 100 feet 

plus 2 per cent.” The 2 per cent refers to 2 per cent of the interval 

under test, whatever that may be, and does not mean 2 per cent of 

the 100 feet. The 100 feet is a flat tolerance in addition to the 2 per 

cent of the interval under test. For example, suppose the interval 

under test is the first one-half mile, or 2,640 feet; 2 per cent of that 

is 53 feet, to which we add a fixed amount of 100 feet, giving 153 feet 

as the tolerance in excess on the first half mile. 

The committee has already considered the point raised by these 

gentlemen about the necessity for an increased tolerance on the first 

interval, and, of course, that is what the 100-foot allowance is for. 

It was considered that no difficulty would be encountered in meeting 

a tolerance of 2 per cent on long distances. 

I wish to inquire from the manufacturers whether it is only on 

the clock that they desire to increase the tolerances or whether they 

also wish an increase in the mileage tolerances. 

Mr. BROWN. I am quite sure it is only on the time test. 

Mr. HOLBROOIL I am trying to get the record clear on the matter 

so that it may be considered by the committee. When the subject is 

studied further by the committee we want all the suggestions possible. 

THE NECESSITY FOR TOLERANCES IN EXCESS AS WELL AS IN 

DEFICIENCY 

By H. W. BEARCE, Bureau of Standards 

The term “ tolerance ” as applied to weights and measures apparatus and to commodities that are weighed and measured may be 

defined as the permissible error in the indication of the apparatus or 

in the quantity of product weighed or measured. 

That is to say, if all weighing 

and measuring apparatus, were free from error and could be used 

without error then tolerances would be unnecessary. 

Tolerances are a necessary evil. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 11 1 

The establishing of a tolerance carries with it two basic ideas: 

First, a permission, and, second, a prohibition; that is, under certain specified conditions errors of a certain amount may reasonably 

be expected to occur, and such errors will be tolerated. Errors in 

excess of that amount, however, are unnecessary, unreasonable, and 

will not be tolerated. Fixing the tolerance is, then, a recognition 

of the fact that perfection in apparatus and in its use can not be 

attained, but that a reasonable approach to perfection should be 

required. 

lolerances are sometimes regarded by the purchaser simply as an 

insurance against short weight or measure; that is, as an insurance 

that the amount received will not be less than the correct amount 

by more than the tolerance. While that should be true, it is only 

a art of the story. 

$he seal of a weights and measures official or department on a 

piece of apparatus should: mean that the apparatus is correct, not 

simply that it does not give short weight or measure. To give the 

seal any other meaning would seriously detract from its value. It 

should be remembered that in every commercial transaction there 

is a seller as well as a buyer, and that the interests of both must 

be safeguarded. A scale or a measure which underregisters may be 

as fraudulent as one which overregisters, and an official who would 

place his seal on such a piece of apparatus simply because it does 

not give short weight or short measure is forgetting half his duty 

to the public. * The real object sought in establishing tolerances is 

to aid in the standardization of equipment, and true standardization 

can be effected only on the basis of accuracy. 

Let us consider what would be the effect if tolerances were limited 

to deficiency only; that is, if no attention were paid to errors in 

excess. First of all, what would be the general effect on the accuracy of weighing and measuring devices if weights and measures 

departments should adopt the policy of sealing all apparatus that 

did not give short weight or measure! You may be sure that it 

would not take manufacturers of such apparatus long to cliscover 

that they could avoid all rejections of apparatus by making sure 

that such errors as occurred were in the direction of safety, and there 

might be too little regard for the magnitude of the errors. Such a 

course would inevitably result in a very considerable increase in the 

average error of apparatus. 

In general, the tolerance on apparatus should be such that on the 

average the correct amount of commodity will be delivered to the 

consumer. It is evident that if the tolerance is in deficiency only, 

then on the average less than the correct amount will be delivered, 

while if the tolerance is in excess only, then on the average more 

than the correct amount will be delivered. 

As a general principle in establishing tolerances, the permissible 

variation should be in the direction of least danger. For example, 

in the manufacture of machined parts, where it is important that two 

mating parts fit together properly, it is apparent that in order to 

insure that the parts will go together it will be necessary to specify 

that the maximum size of the internal member shall not exceed a 

certain value, and that the minimum size of the external member 

shall not be less than that value; that is, on the internal member the 

r, 
112 BUREAU OF STANDARDS 

tolerance should be in deficiency, and on the external member it 

should be in excess. In case the danger is equally great in both 

directions then the tolerance should be in both directions. 

In the case of weights and measures apparatus, where the object 

is correct average results, it is apparent that, in general, there is 

equal danger in both directions, and that the tolerance should, therefore, be in both directions from the nominal value. This, however, 

is not always the case. When conditions of filling and transportation are such that the greatest danger is in the direction of short 

measure, it is proper to specify that the tolerance in excess shall be 

greater than the tolerance in deficiency, or that the container shall 

have a capacity at least equal to the nominal capacity or even in 

excess of the nominal capacity, in order that the correct amount 

may on the average be delivered to the purchaser. 

Another aspect of the question of tolerances to which I would 

invite your attention is the importance of limiting tolerances in excess on commercial weights and measures apparatus. It may be 

asked, “Should not the merchant be permitted to give overweight 

and overmeasure if he desires Z ” The answer is, ‘‘ Yes ; but he does 

not need incorrect apparatcs in order to do that.” 

Among the reasons for limiting errors in excess, the following may 

be mentioned : 

1. To avoid the possibility of confusion of units and the fraudulent substitution of a smaller size for a larger size. For example, 

in the case of bread, without a limitation of errors in excess it would 

be possible for a baker or dealer to substitute an overweight halfpound loaf for a pound loaf, or an overreight pound loaf for a 

pound-and-a-half loaf, by making the smaller loaf of such a size as 

to simulate the loaf of larger nominal size. 

2. Possible change of use of apparatus. Weights and measures 

apparatus which to-day is used in the sale of commodities may tomorrow, as a result of sale or relocation, be used in the purchase of 

commodities. 

Without a limitation of 

errors in excess, apparatus used in checking of purchases might improperly indicate that short weight or measure had been received, 

and thus unjustly cast suspicion upon a dealer who had, in fact, 

given full weight or measure. 

4. Use of measured quantities in checking performance of equipment. In many cases it is desired to check the performance of equipment in terms of weight or volume of fuel consumed. For example, 

most of you who drive motor vehicles like to know what type or 

grade of motor fuel gives you the best fuel economy; that is, the 

most miles per dollar. To get this information, you must know the 

price per gallon and the miles per gallon. When the motor fuel is 

purchased at several different filling stations, as is usually the case, 

if the comparative figures are to mean anything it is essential that 

the pumps be accurate, not simply that they do not give short measure. Judging from personal experience, however, there is no very 

grave danger of having your calculations seriously upset by overmeasure in this particular type of equipment. The example is, perhaps, of academic interest only. 

3. Use in the checking of purchases. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 113 

Another case is that of the odometer, or distance-measuring de- vice, on motor vehicles. It is understood that many taxicab companies purchase their tires on a mileage basis. It will be readily 

seen that if unlimited errors in excess were permitted the concern 

furnishing tires on a mileage basis would suffer a financial loss as 

a result of such errors. 

Again, suppose that in calibrating the speedometer on your own 

car no attention had been given to errors in excess-that is, to 

underregistration of the instrument. In Washington you would 

be in imminent danger of a trip to the traffic court even though 

your speedometer never indicated a speed in excess of 22 miles per 

hour. 

In certain cases failure to limit errors 

in excess would result in ncedless economic waste. For example, 

in the use of linear measures, fabric-measuring machines, etc., any 

errors in excess will result in waste of material, since, in general, 

such materials are purchased in the quantities required by the patterns to be used, and any over measure received mill be of no value 

to the purchaser. 

Since the Supreme Court decision with reference to the Nebraska 

standard-weight bread law the question of tolerances in excess has 

taken on a new interest and significance. There has been a difference of opinion as to the basis of the decision that the Nebraska 

law was unconstitutional. Some have held that the opinion was 

based on the fact that the law specified tolerances in excess. Others 

hare held that the opinion was based on a belief that the tolerances 

jn excess were unduly small. The decision contains, among other 

things, the following statement : 

There is 110 evidence in support of the thought that purchasrrs have been or are likely to be induced to take a 9Y2 or a 10 ounce loaf for 8 pound 

(16-ounce) loaf, or an lW/2 or a 19 ounce loaf for a pound anC a half 

(24-OUllce) loaf; and it is contrary to common experience and unreasonable 

to assume that there could be any danger of such deception. Imposition 

through short weights readily could have been dealt with in a direct and 

effective way. For the reasons stated we conclude that the provision, that the 

average weights shall not exceed the maximums fixed, is not necessary for 

the protection of purchasers against imposition and fraud by short weights 

and is not calculated to effectuate that purpose, and that it subjects bakers 

and sellers of bread to restrictions which are essentially unreasonable and 

arbitrary, and is therefore repugnant to the fourteenth amendment. 

In the dissenting opinion presented by Mr. Justice Brandeis, and 

concurred in by Mr. Justice Holmes, the question of tolerances in 

excess is gone into in great detail, and many references are cited 

to show the reasonableness and necessity for tolerances in excess and 

for the limiting of these tolerances. This dissenting opinion is 

a masterpiece well worthy of your study. The following excerpts 

will be of special interest : 

But, 

under the due process clause as construed, we must determine whether the 

prohibition of excess weights can reasonably be deemed necessary ; whether 

the prohibition can reasonably be deemed an appropriate means of preventing short weights and incidental unfair practices ; and whether compliance 

with the limitation prescribed can reasonably be deemed practicable. * * * 

Sometimes, if we would guide by the light of reason, we must let our minds be 

bold. But, in this case, we have merely to acquaint ourselves with the art 

of breadmaking and the usages of the trade; with the devices by which 

5. Elimination of waste. 

With the wisdom of the legislation we have, of course, no concern. 
114 BUREAU OF STANDARDS 

buyers of bread are imposed upon and honest bakers or dealers are subjected 

by their dishonest fellows to unfair competition ; with the problems which 

have confronted public officials charged with the enforcement of the laws 

prohibiting short weights, and with the experience in administering those laws. 

First. Why did legislators, bent only on preventing short weights, prohibit, 

also, excessive weights:' It was not from caprice or love of symmetry. It was because experience had taught consumers, honest dealers, and public 

officials charged with the duty of enforcing laws concerning weights and measures that, if short weights were to be prevented, the prohibition of ex- cessive weights was an administrative necessity. Similar experiences had led 

to the enactment of a like prohibition of excess quantities in laws designed 

to prevent defrauding, by short measure, purchasers of many other articles. 

In January, 1858, the late corporation of Washington adopted an ordinance 

fixing a standard-weight loaf and establishing an excess tolerance. The 

standard-weight bread ordinance adopted by Chicago in 1908 and sustained 

in the Schmidingcr case is said to have been the first standard-weight bread 

law in the United States enacted in this century. Prior thereto many different 

kinds of legislation had been tried in the several States and cities with a view to preventing short weights. Experience had shown the inefficacy of 

those preventive measures. Experience under the Chicago ordinance indicated 

the value of introducing the standard-weight loaf; but it proved, also, that 

the absence of a provision prohibiting excess weights seriously impaired the 

efficacy of the ordinance. When in 1917 the United States Food Administration was established, pursuant to the Lever Act (Auqust 10. 1917, ch. 53, 40 

Stat. 276), the bubiness of baking came under its supervision and control: 

and provision was made for licensing substantially all bakers. The protection 

of buyers of bread against the fraud of short weights was deemed essential. 

After an investigation which occupied three months, the Food Administration 

issued the regulations by which licenses were to be governed. No standardweight bread statute had then been enacted in any State. The regulations 

adopted established standard-weight loaves ; prohibited the sale of loaves other 

than of the standard weights ; and limited the excess weight to not more than 1 

ounce to the pound. This provision remained in force unchanged until the 

licensing system was abrogated on December 19, 1915 (after the armistice). 

The efficacy of the prohibition of excess weight5 ah a means of preventing 

short weights having been demonstrated by experience during the period of 

Food Administration control, a widespread demand arose for legislative action 

in the several States to continue the protection which had been thus afforded. 

Dissatisfaction with the old methods of regulation was expressed in a number 

of States. During the years 1919 to 1923 standard-weight bread laws, con- taining the prohibition of excess weights, were enacted in 12 States. Similar 

bills were introduced in others. Congress enacted such a law for thc District 

of Columbia. Hawaii and Porto Rico did likewise. The national conference on weights and measures indorsed a similar provision. A bill embodying the same principles, applicable to sales of bread in interstate commerce, prepared 

by the Department of Agriculture and the Department of Commerce, was introduced in 1923 and is now pending. At the congressional hearings thereon it was shown that the provisions against excess weights are deemed necessary 

by a large majority of the bakers, as well as by consumers and by local public 

officials charged with the duty of preventing short weiqhts. In Nebraska the 

demand for the legislation under review was general and persistent. It was enacted after a prolonged public discussion carried on throughout the State 

as well as in the legislature. Can it be said in view of these facts that the 

legislators had not reasonable cause to believe that prohibition of excess weights was necessary in order to protect buyers of bread from imposition 

and honest dealers from unfair competition? 

Second. Is the prohibition of excess weights calculated to effectuate the 

purpose of the act? In other words, is it a provision which can reasonably be 

expected to aid in the enforcement of the prohibition of short weights? That 

it has proved elsewhere an important aid is shown by abundant evidence of 

the highest quality. It is shown by the fact that the demand for the legislation arose after observation of its efficacy during the period of Food Administration control. It is shown by the experience of the several communities in which 

the provision has since been in operation-Chicago, California, Ohio, Indiana, 

and the District of Columbia. The value of the prohibition is shown, also, by the fact that after extensive application and trial it has been indorsed by the 

*** 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 115 

national conference on weights and measures and is included in the proposed " Federal bread law." Can it be said, in view of these facts, that the legislature of Nebraska had no reason to believe that this provision is calculated to 

effectuate the purpose of the standard-weight bread legislation. * * * 

I have not reported in full the dissenting opinion on the bread 

law. You have no doubt read that and are familiar with it; also, 

I have not attempted to touch upon all the points that might be 

mentioned to show that tolerances in execess and the limitation of 

these tolerances in excess are necessary for the proper enforcement 

of weights and measures legislation. You can doubtless think of 

many other examples along the same line to show that tolerances 

in excess may be as necessary as tolerances in deficiency. 

The ACTING CHAIRMAN. The next subject is on methods of sale of 

ice cream. A number of papers are to be given on this subject, and 

I think it advisable that discussion be deferred until all the papers 

have been given. 

SHALL ICE CREAM BE SOLD BY WEIGHT? 

THE VIEWPOINT OF THE WEIGHTS AND MEASURES OFFICIAL19 

By JOSEPH G. ROGERS, Secretary, Departrneiat of Weights and Measures, State 

of New Jersey 

In our consideration of the ice-cream question we are dealing 

with a commodity that is as popular as it is nutritious-a commodity 

which at first was classified as a refreshing luxury but which has 

long since taken an important place in our list of staple foods. Icecream making had its origin in Italy during the sixteenth century. 

From there it spread to France and England, and from England to 

her colonies in America early in the eighteenth century. It is known 

that ice cream was popular in colonial days, and it is said that 

Martha Washington served it on her table. 

That retailing of the product began shortly after its introduction 

in America is evidenced by an advertisement appearing in the Post 

Boy in 1786, which indicated that Joseph Crow, in New York, was 

a retail dealer in ice cream. There is a tradition, however, that the 

first American ice cream seller was a nian narncd Hall, who had a 

shop in Park Row when it was called Chatham Street, New York. 

The wholesale manufacture of ice cream did not start until 1851, 

at which time Jacob Fussell, a milk dealer of Baltimore, who wanted 

to find an outlet for his surplus of sweet cream, started ice-cream 

making, and with such success that he soon gave up the milk business. He afterwards established factories in Washington, Boston, 

and New York. From these humble beginnings has come the vast 

enterprise which the ice-cream industry has become in this country 

to-day, where there is an annual output of 250,000,000 gallons in the 

wholesale establishments alone. 

It is reasonable to assume that in the evolution of the industry 

efforts toward improvement in methods of manufacture have had 

for their purpose not only a better quality product, but increased 

profits for the manufacturer as well. This point would not be overlooked in the invention and adoption of scientific machinery for 

18This paper, prepared by Mr. Rogers, was read to the conference by A. W. Schwartz. 

66436"-26---9 
116 BUREAU OF STANDARDS 

ice-cream making. It is quite generally agreed that ice cream as 

now produced is far superior in quality to that of former years. 

From a quantity standpoint, however, it is doubtful whether the 

public obtains proportionately as much for the money expended 

for this commodity as in the days before scientific machinery for 

manufacture came into vogue. High percentages of " overrun " 

or swell are now possible with the machinery used, and, in addition, there is a tendency to feel that air substitution by the insertion of carbon dioxide, scientifically known as CQ, gas, adds to the 

possibility of fluffing the product. 

" Overrun," the technical term used by manufacturers for swell, 

we have found to vary from 80 per cent to as high as 120 per cent. 

It is calculated on the basis of 100 per cent of actual liquid quantity 

of ingredients put into a freezer. Manufacturers state that at the 

present time the usual " overrun " employed is 100 per cent, which 

means that there is 100 per cent of air in commercial ice cream. 

From our investigations made in New Jersey we have definitely 

determined that this percentage of overrun has been greatly exceeded in some cases. Not in all cases is it true, for there are manufacturers who are willing to keep the amount of swell down to 

reasonable limits, but there are those who will take undue advantage of the lack of adequate quantity regulation in order to enhance 

their profits, and we have had many instances where this has been 

clearly indicated. 

Professor Fiske, an authority on ice cream, in his book dealing 

with the subject, states that ice cream with an overrun of more than 

110 per cent is usually not a satisfactory product, for the reason 

that the commodity contains too much puff when this percentage is 

exceeded. It is not difficult to understand what effect this air content has on those who must subsequently measure out ice cream to 

their customers. The prevailing custom is to sell ice cream by 

liquid measure, and that someone loses by this method of sale can 

best be realized when it is considered that ice cream when manufactured is poured from the freezer in a soft state, afterwards being 

placed in storage vaults of low temperature where it is frozen to 

a hard consistency. No packing process is employed by the manufacturer in filling his cans, with the result that when the commodity 

reaches the dealer it is full of air cells which subsequently disappear 

when shrinkage takes place either through adverse temperature 

changes or when ice cream is dipped or spooned into containers for 

sale to the retail trade. 

Manufacturers themselves claim that there is at least 20 per cent 

shrinkage in ice cream from the time it leaves their hands until it 

reaches the consumer. The dealer is consequently Confronted with 

loss due to the fact that he is really paying for the air content which 

he squeezes out when dispensing the commodity. 

The question arises as to whether this is not a form of adulteration-if excessive air in a commodity can be termed adulteration. 

In New Jersey alone last year approximately 10,000,000 gallons, 

or 40,000,000 quarts, of ice cream were sold. Calculating this on the 

basis of 33 cents per quart, the prevailing wholesale price, gives us 

the sum of $13,200,000 which dealers paid to manufacturers for their 

supplies during the period mentioned. If we could calculate this 

. 
EIGHTEENTH CONFERENCE ON WEIGHTS AHD MEASURES 117 

quantity on the basis of an average retail price of 55 cents per quart, 

which is quite general in our State, we would have a total of $22,- 

000,000 which consumers pay annually for the ice cream eaten in 

New Jersey. However, we can not take this latter figure as the true 

amount expended for this toothsome foodstuff, but must deduct the 

shrinkage of 20 per cent which manuf acturers themselves claim, 

which reduces our total of 40,000,000 quarts to 32,000,000 quarts at 

55 cents, or $17,600,000 which is the amount actually paid by the 

consumer. So we note a difference of 8,000,000 quarts, and the question arises as to what has become of them. The only conclusion that 

can be arrived at is that this represents the air content which was 

squeezed out when the commodity was dispensed in bulk quantity 

to the trade. 

Based on the wholesale price of 33 

cents per quart, it amounts to $2,640,000. Does the manufacturer 

lose this? Decidedly not. He has already been paid for the full 

content of his cans, air and all. 

I just give you these few figures which we of the weights and 

measures department of our State deem significant, in the belief that 

you will see the necessity and wisdom of adopting legislation to 

regulate the ice-cream industry for the benefit of the public at large. 

Without making a very close analysis the natural tendency is 

to feel that the effect of such legislation might be exclusively in the 

interest of the retail dealers, and the thought may arise as to what 

benefits will accrue to the purchasing public through the adoption 

of such legislation. It is simply this. There is at present no regulation for ice cream that permits of definite, satisfactory quantity 

determination of the sale of this commodity, and it is extremely 

difficult to develop cases for short measure. 

The character of the product, involving the factor of air content, 

makes it practically impossible for dealers to honestly measure out 

ice cream with the assurance that a fair return will be realized from 

the money invested and the work entailed in handling the commodity. That retail dealers make little, if any, profit on bulk sales 

of ice cream is unquestioned. However, many who have not made a 

study or a check-up on their profits do not seem to be aware of the 

existing conditions. We estimate that only about 30 per cent of 

those engaged in the trade know that the margin of profit on bulk 

sale of ice cream is extremely small ; the remaining 70 per cent, however, is learning rapidly, and as those engaged in the retail sale of ice 

cream are not philanthropists it is reasonable to assume that they 

will endeavor to establish a satisfactory profit by some means or 

other. 

It is reasonable to assume, therefore, that this condition in numerous instances reacts against the consumer, where dealers with dishonest tendencies short measure or short fill packages when selling 

in bulk quantities to the purchasing public; and it is our belief that 

methods or practices that result in the ultimate consumer actually 

getting less than the quantity represented should be subject to regulation. 

After a study of the subject from all angles we favor the establishment of a weight basis of sale for ice cream, as we believe this 

Then, who pays for the air? 
118 BUREAU OF STANDARDS 

will permit of proper and adequate supervision of all branches of 

the industry. 

At the present time strained relations exist between the dealers 

and the manufacturers on account of the former realizing that they 

are practically. working for nothing when selling ice cream by bulk. 

This condition has given rise to controversy and numerous complaints. The great shrinkage in the commodity is, of course, responsible, and some one has estimated that this is the direct cause 

of at least 80 per cent of the failures in the ice-cream business. 

Under the present method of sale by liquid measure customers claim 

that they are entitled to 32 ounces to the quart, and it is quite 

evident that the manufacturers do not deliver this weight to their 

dealers, so the latter are faced with a problem which usually culminates in loss of profits. 

It is claimed on good authority, and borne out by the statement 

of manufacturers themselves, that it is impossible for a dealer to 

dip more than 16 quarts of ice cream from a 20-quart can. Is this 

fair t 

In making. an investigation of the weights of cans of ice cream 

as coming from the manufacturer we found a great variation in 

quantities. On the basis of sale by liquid measure it might be presumed that a 20-quart can should weigh 40 pounds and a 12-quart 

can 24 pounds. An indication that even the 20 per cent shrinkage 

claimed by the manufacturers is exceeded in many instances is definitely portrayed by the figures we compiled at the time of our investigation. We found the net contents of 20-quart cans to range 

from 21 pounds 12 ounces to 28 pounds 9 ounces, and the net contents of 12-quart cans from 13 pounds 14 ounces to 17 pounds, so 

that on a 20-quart can a dealer receives from 11 pounds 7 ounces to 

18 pounds 4 ounces less in weight than customers expect him to 

deliver, and on a 12-quart can he receives from '7 pounds to 10 

pounds 1% ounces less than he is expected to sell. 

To further substantiate our claim of existing discrepancies, I 

might say that in a prosecution involving three ice-cream manufacturers who were brought to trial merely as test cases it developed on 

direct testimony and evidence that from a 12-quart can of ice cream 

obtained from one of these manufacturers a dealer was able to dip 

only 7 quarts. The 20 per cent shrinkage stressed so much by the 

manufacturers was, therefore, exceeded by 2.60 quarts. So there you 

have figures both from the standpoint of weight and measure which 

clearly indicate the possibilities of this intangible element of " overrun " or air content when excessively employed by manufacturers. 

When dispensing ice cream to the trade, we have found that hardly 

two persons will dip ice cream alike, and owing to the nature of the 

commodity it brings about a condition similar to that which exists 

when certain dry commodities are sold by measure, constituting one 

of .the reasons why we in New Jersey adopted the sale-by-weight act, 

which eliminated the dry measure as a medium of purchase and sale. 

It is undoubtedly a fact that ice-cream manufacturers have not 

worked with the dealers as they should to bring about a satisfactory 

state of affairs. Some manufactixrers have even gone so far as to fix 

retail prices in their advertisements, which was a further detriment 

to retailers of the commodity. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 119 

Our belief that the present practices in the ice-cream industry and 

the methods of sale of the commodity are decidedly detrimental to 

the interests of the dealer and consumer prompted us in our attempt 

last winter to have legislation adopted in our State that would 

remedy the situation. The bill which we had introduced had for its 

purpose the establishment of an absolutely net weight basis of sale 

for ice cream. This we believed would eliminate all controversy 

arising from the question of overrun, as it would make no difference 

whether a manufacturer made a heavy or light weight ice cream, and 

everyone would get just what he paid for. Quality and price would 

regulate competition, and the labor charges would not be excessive 

for the extra work entailed in weighing and marking, as manufacturers would soon determine the weights of the various flavors, in 

which, by the way, there is some variation, and could reqdily apply 

them. 

In the bill submitted TTe made no attempt to regulate quality phases 

of ice-cream making, such as those involving purity and sanitation, 

as these are already amply covered by health laws, at least so far 

as New Jersey is concerned; and this fact strongly influences our 

belief that if for physical reasons quality regulation has been found 

necessary, quantity regulation for economic reasons is no less 

important. 

The sole purpose of the proposed legislation was to eliminate 

fraud, unfairness, and controversy. Exemptions were prescribed 

for ice cream sold in small quantities; for example, where it is 

dispensed in plates, cones, fancy forms, etc., at ice-cream parlors, 

hotels, or soda fountains. In fact we made every effort to remove 

all possible objections to this much-needed quantity regulation, and 

all in all me felt that the act would establish a method of sale that 

would be absolutely fair to everyone from the quantity standpoint, 

as the avoirdupois weight is decidedly more accurate for the determination of quantity than is the liquid measure when used in 

dispensing a commodity like ice cream. 

Our bill was given a public hearing, which was attended by representatives of practically every ice-cream manufacturer in our district, as well as by members of the State department. It is rather 

to be regretted that the retail dealers did not take sufficient interest 

in the measure to be represented at the hearing in question. The 

matter was argued pro and con at considerable length, but for some 

reason or other the committee did not see fit to release the bill, and 

it did not come to vote on the floor of the house. This committee 

heartily agreed, however, from the facts presented that something 

should be done to remedy conditions in the trade, but they did not 

feel that the weight basis of sale as prescribed was the answer. 

So the question then arises as to what character.of quantity regulation would serve the purpose. In deference to the wishes of the 

manufacturers at the time we were drafting our bill we made no 

attempt to prescribe a standard weight per gallon for the commodity, as they had declared themselves strongly against such a 

step, claiming that it would have a detrimental effect on the quality 

of ice cream. The manufacturers, however, did not consistently 

maintain this attitude which we believe was at first only assumed as 

an evasion of the issue, as they later stated that they would not be 
120 BUREAU OF STANDARDS 

adverse to a bill prescribing a standard weight per gallon for the' 

commodity, but this change of policy came only after it was quite 

definitely manifested that the issue of ice cream regulation was a 

live one and was attracting more attention and interest than they 

had anticipated. So we submitted a committee substitute for our 

original bill, which had for its purpose a specified weight per gallon, 

and for this we used the figures ascertained by the Government in 

their experiments, viz, 4% pounds per gallon, and which was indicated as representing a fair standard weight. 

Our committee substitute met the same fate as the original bill 

without, however, being given a public hearing, which would seem 

to be rather significant of the efforts put forth by the manufacturers 

in killing this legislation, and while our efforts in this respect were 

unavailing, we feel they had a good mora€ effect, and that those 

manufacturers who had a tendency toward excessive overrun are 

now keeping this down to what is considered a fair average. It is 

not to be assumed, however, that conditions are what they should be, 

for this is decidedly not the case, and the fact that no legislation at 

present exists to adequately regulate an industry which has grown 

by leaps and bounds is no argument that there is not a crying need 

for such regulation. Conditions in the ice-cream industry have 

changed materially, and to-day a very urgent necessity exists for 

proper and adequate supervision. A number of objections were, of course, raised by the manufacturers, at the time of the hearing on our ice cream bill, and I believe 

certain of them are sufficiently interesting to mention here, together 

with a synopsis of our replies to them: 

First. Wesght has no reZation to vaZue.--It is our opinion that 

weight has a decided relation to value, otherwise why are weights 

used in determination of quantities of other commodities? The 

same condition surely exists in ice cream as in any other foodstuff. 

We pay for a pound of butter and we get 16 ounces; if we pay for 

a pound and only receive 15 ounces, would not a question of value 

be concerned Z 

Second. Containem vary in, weight.-It is realized by the drafters 

of the bill that there is a variation in the weight of cans. However, 

this variation should not be considerable in the weight of cans secured from one manufacturer, and the only material variation would 

possibly be where cans are secured from a number of manufacturers or when they are retinned. To cover this variation in both 

the weight of cans and the weight of various flavors of ice cream, the 

State superintendent in New Jersey is empowered to prescribe tolerances which would be in accord with good commercial practice, 

This, we believe, would take care of this objection. 

Third. Inventorying stock.-There is no reason why manufacturers should not inventory their stock the same as usual, taking 

the can as a unit instead of the weight of the individual package, 

reference, of course, being made to the size, whether of 20 quarts, 12 

quarts, or other capacity. Flavors could be kept separately, which 

is undoubtedly the practice of the manufacturers now, and in billing the weight could be noted and their drivers charged accordingly. 

Fourth. OrdeiSizg ice cream.-While it is true that dealers order 

their ice cream at night, there would not necessarily have to be any 
EIGHTEENTH CONFERENCE ON WEIGETS AND MEASURES 121 

change in the present practices. They could order ice cream by the 

individual unit, specifying the size of can desired; the only difference would be that they would pay on a weight basis instead of on 

the basis of measure. 

Fifth. Accounting.-The act necessarily would affect bookkeeping 

in the various manufacturing concerns, but this would not necessarily entail greatly increased labor and time in carrying on the 

vork. It mould be our suggestion that this accounting work necessitated by the proposed statute could be taken care of by prescribing 

weights in even pounds without reference to the fractions of pounds. 

For instance, a can weighing 25y? pounds would be charged for at 

the rate of 26 pounds, a can weighing 23% pounds mould be charged 

for at the rate of 25 pounds. In other words, the half pound would 

be used as the determining factor of the even pound, anything below 

the half pound being charged for at the pound below and anything 

above the half pound being charged for at the pound above. The 

variations of the various cans would, we believe, just about equalize 

this matter from a give-and-take standpoint. 

Sixth. Inmaeased cost.-While the additional labor entailed in 

weighing and marking might to an extent increase the cost of ice 

cream, this would be more than balanced by the good the act would 

do in assuring full quantity in all sales. 

Seventh. Embossing of cans.-No attempt was made in the icecream bill which we presented that cans should be marked or embossed. The marking could be taken care of by a tag affixed to containers, which practice is at present followed by manufacturers in 

dispensing their cream by liquid measure. 

Eighth. Ignoring the consumer.-It mas the idea of manufacturers 

that our bill had a tendency to ignore the consumer. It would seem 

that rather the reverse is the case, for the reason that the law will 

absolutely assure the consuming public receiving full represented 

quantity. We know positively that at the present time short measuring practices are being pursued by dealers who realize that their 

profits on bulk ice cream do not come up to their expectations, and 

on this question of profits a representative of the industry specified 

that a 35 per cent margin is realized on the sale of ice cream. It is 

our opinion that this specified profit is mythical, and the gentleman 

who made the statement evidently secured his figures from some 

place besides the store of an ice-cream dealer. If his calculations 

were based on bulk ice cream exclusively, it can be reiterated without 

any fear of contradiction that his figures are in error. If, however, 

the calculations cover small quantities sold by the plate, cone, brick, 

etc., there is a possibility of the figures being accurate; but the fact 

remains that all dealers have not the facilities for serving their 

customers on the premises, with the result that many of the ice-cream 

agencies are what might be termed merely bulk distribution points. 

With these facts before us it is not difficult to realize that some 

regulation of the ice-cream industry should be instituted. People 

in our State had frequently asked us what we were going to do 

about it, and our answer to them was our bill presented in the last 

session of the legislature. While we endeavored to treat the matter 

from all angles and to be as fair to one as to the other, the proposition we had in mind may not be the answer, but we believe that if all 
122 BUREAU OF STANDARDS 

parties concerned will conscientiously and seriously attempt to bring 

about a more satisfactory state of affairs in the commercialization 

of ice cream some solution of the problem will be obtained and we 

of the weights and measures department of New ,Jersey will be only 

too glad to get behind any movement having this for its purpose. 

THE VIEWPOINT OF THE MANUFACTURER 

REMARKS OF FRED RASRIUSSEN, EXECUTIVE SECRETARY, NATIONAL ASSOCIATION OF ICE CREAM MANUFACTURERS 

The manufacture of ice cream is an old art dating back to the 

year 1600. As a commercial industry ice-cream making is comparatively new. The first commercial ice cream to be sold wholesale 

was made in this country in 1851 in the city of Baltimore by Jacob 

Fussell. Ice cream, from being a dessert at special stated occasions, passed to the state of a home industry and has recently been 

commercialized to the extent that individual factories are making 

several million gallons annually with a total production in 1924 of 

286,000,000 gallons, valued approximately at $350,000,000. Ice 

cream, on account of being palatable, refreshing,. and cool, as well as 

a wholesome health-giving food, has become during the last 201 years 

one of the most popular foods in the home, the restaurant, the hotel, 

and at the soda fountain. New methods in the manufacture and 

new machinery have followed in rapid succession. In fact, changes 

have come so fast that the industry has hardly been able to adjust 

itself to the new discoveries and new inventions. 

During the last few years, great changes and great progress have 

been made in the industry by more accurate methods of figuring 

the proportion of the mix by the use of model mixing vats with 

control thermometers, by the more universal use of homogenizers. by 

the inventions of equipment for testing. ice cream for the different 

solids. In fact, the laboratory with its many different tests to 

control the manufacture and test ingredients which enter into ice 

cream is rapidly becoming the most important department of the icecream plant. The ice-cream manufacturer has also just learned , that it is possible to pasteurize the entire mix before freezing, 

thereby assuring greater safety to the finished product. New and 

better freezers have recently been put on the market which will 

shorten the time it takes to freeze the product. Improved storage 

and hardening facilties in the factory and the electric, mechanical, 

refrigerated cabinet, and soda fountain are enabling the manufacturer to sell and the dealer to serve a more nniform product. Nearly 

all of these important changes have come about during the last 

five years and have not been as yet universally introduced in the 

industry. 

At one time in the history of the milling industry new equipment 

and new machinery were invented and manufactured so rapidly that 

many mills put equipment on the scrap heap which had never been 

used, because before it could be delivered and installed something 

new and better had been invented. During that period flour was 

not a uniform product from year to year in the same mill, nor was 

flour from different mills uniform in composition. We are at present in a corresponding period in the ice-cream industry, and although 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASUliES 123 

great progress is being macle, the practices and methodsin the manufacture of ice cream have not yet become sufficiently standardized, 

nor have ve as yet developed all the machinery for the ice-cream industry to make a uniform product. 

It is only during the last few years that the practice in the manufacture of butter has been standardized' and equipment has been SO 

worlied out that the composition of butter can be controlled within 

narrow limits. Butter consists of only four important constituentsbutter fat, water, casein, and salt. Ice cream is a far more complicated prodnct than butter. The composition of ice cream varies 

widely with the kind of flavoring used, whether nuts, fruits, chocolate, etc.. and the sources from which the butter fat and milk solids are obtained. The equipmcnt available for its manufacture also 

plays an important part in its composition. 

The making of a uniform article of any product which is made up 

of many ingredients depends, aside from the skill and technique of 

the maker and the development of the machinery, upon the linowledge of the research and experimentation done in the industry. The 

research and experimental work done in the ice-cream industry is 

just in its beginning. As professor of dairying in several agricultural colleges, it was my privilege for a number of years to teach 

ice-cream making. About 12 years ago there were no bulletins on 

ice-cream making from any experiment station and no textbooks 

on the subject. The only public information on the subject of ice 

cream was gleaned from cookboolis and trade journals. I remember 

distinctly the first bulletin published by the Vermont Experiment 

Station on the maliing of ice cream and what a godsend its meager 

contents was to the teacher. A number of experiment stations during the last few years have published experimental data on the manufacture of ice cream. A great deal of this must be considered preliminary, and its greatest value is, perhaps, the fact that it will lay 

the foundation for more fundamental work in the future. Comparatively speaking, we do not hare any authentic research and experimental work to guide the making of a uniform product as is found, 

for instance, in the cheese and butter industry. 

The manufacturer of ice creain during the last few years has been 

so absorbed in improving his product and adjusting his business to 

new conditions that he has not given the thought and attention to 

the manner in which his product was dispensed that this important 

subject deserves. In the ice-cream industry the practice is in most 

instances for the manufacturer to furnish the dealer with storage 

cabinets and provide refrigeration which until very recently has 

been produced by ice and salt. It is interesting to note, for instance, that although mechanical refrigeration has been used for a 

number of years in the manufacture and storing of ice cream it was 

not until about two years ago that mechanically refrigerated storage 

cabinets came first into use. During the last year many thousands 

of refrigerated cabinets, costing millions of dollars, have been installed with the dealers by the ice-cream manufacturer. About a 

year ago also appeared the electric mechanically refrigerated soda 

fountain, which is the last progressive step for improving the conditions under which ice cream is sold. The refrigerated cabinet 

and the soda fountain will enable the dealer to dispense the product 
124 BUREAU OF STANDARDS 

in the same condition as received from the manufacturer, thus serving a better and more uniform product. The mechanically refrigerated cabinet and soda fountain mark a great step forward in 

dispensing ice cream, because by this method ice cream can be kept 

at a uniform temperature and consistency which it was very difficult 

to do with the ice and salt'method of refrigeration. To be able to 

keep ice cream at a uniform temperature will help to overcome the 

greatest difficulty which the dealer has had, that of shrinkage, which 

is primarily caused by letting the ice cream become soft in the 

cabinet. 

Another subject in the retailing of ice cream which has received 

very little study and attention is the equipment and manner for 

dipping the ice cream. On account of the nature of ice cream, the 

question of dipping, whether it be in individual dishes or to be 

packed in pints or quarts, presents an interesting problem. For 

years the same old dipper has been used in the same old way. Recently, new dippers have come on the market, and tests are underway to study their comparative value in dispensing ice cream. 

Owing to the fact that ice cream varies in its character, composition, and methods of manufacture, and due to the fact that the product is subject to changes after it is manufactured, certain difficulties 

arise in the dispensing of ice cream which are responsible for the 

recent agitation in regard to selling ice cream by weight. In all 

instances which have come to our attention where agitation has 

started in regard to selling ice cream by weight it has originated 

with the dealers or public officials and not with the public. A few 

dealers claim they are unable to make a profit because they can not 

dish out as many quarts retail as they buy wholesale. Ice cream 

is not the only product where similar conditions exist. Most of our 

surplus butter is put in cold storage in tubs; later it is taken out and 

sold at retail where it is weighed directly out of the tubs or first put 

into pound prints. There is considerable shrinkage because water is 

dispelled in the handling and some butter adheres to the equipment 

used. The retailer of butter recognizes this loss and adjusts his 

retail price accordingly. 

One of 

the constituents of ice cream is air. Air is an essential component 

of ice cream. It is an important constituent because it gives to ice 

cream a desirable texture, it gives palatability, and makes it possible 

to eat ice cream without discomfort. In fact, we could have no ice 

cream, as we know it, without air. Few people who eat ice cream 

have not had the experience at one time or other of a sudden pain 

above the eyes. This is generally caused by eating ice cream which 

has become soft in the dealer's cabinet and refrozen. Instead of 

being light and velvety, such ice cream is heavy and icy. Some of 

the air has been lost in the softening and rehardening which normally acts as an insulator in the mouth and prevents the intense 

cold which causes the physical pain referred to. 

In analyzing the question of selling ice cream by weight and 

judging from the experience of those mho have attempted such an 

experiment there appear numerous disadvantages to manufacturers, 

retailers, and the consumers. 

Ice cream is a mechanical mixture the same as is butter. 
Uisadv@nkages to the r"ufacturer.-The selling of ice cream by 

weight will greatly increase the labor in the handling of ice cream 

in the factory and consequently increase the cost. Ice cream is sold 

at wholesale in cans, bricks, and special packages. Eighty per cent 

of the ice cream is handled during the summer months. In the flush 

of the season thousands of packages leave the factories daily. In 

selling ice cream by weight all empty cans must be weighed and 

marked and, when filled, marked again with the net weight. This 

may seem a simple operation, but it is a fact that it is almost impossible to mark tin cans. Paint, crayon, and pencil can not be used. 

Tags are impractical because they are difficult to attach and frequently get lost in the hardening room and on the trucks. The 

weighing of the cans, with the difficulty of marking at the time they 

are filled, is not the only additional work, but the weight of each can 

going fro'm the hardening room must be recorded and checked on the 

trucks. The weights on the cans which are returned from the routes 

must be checked before again placed in the hardening room. All 

records in and out of the hardening room and the checking in and 

out of the driver's load at present are kept by the number of cans or 

packages. In the busy season the work can be handled under this 

plan more rapidly and at less cost than when obliged to check each 

can by weight. 

Brick ice cream is made from slabs of ice cream cut by machine. 

It is impossible to make them all uniform in weight. Bricks are 

wrapped in paraffied packages, and it is practically impossible to 

mark the weight on paraffined paper. Bricks of ice cream decrease 

in weight during storage, which will further complicate the problem. 

There are numerous cups and packages which are now machine 

filled and which it is not possible to fill with such machine to exactly 

the same weight. Hence, each package, if required to be sold by net 

weight, must be weighed individually, the expense of which would 

make the sale of such packages impractical. It must be kept in 

mind that special packages can only be marketed at a reasonable 

price on the basis of quantity production. 

Disadvantages to dealers.-The retail dealers in ice cream are 

legion. They number several hundred thousand throughout the 

country, no one knows how many. Record shows that there are 

61,000 druggists and 43,000 confectioners of enough importance to 

be rated commercially. We not only find ice-cream dealers in the 

cities, towns, and hamlets but along every main traveled highway 

ice-cream stands appear at the top of many hills, in the groves and 

by the waysides, and in the farmers' apple orchards. On a hot 

summer evening in many cities the vendor with his bell will pass 

your door and bring the children hurrying from their play to extract 

Irom father or mother, with or without pain, the necessary coin for 

the evening's refreshment. 

If you will try to visualize the thousands of places and the varying conditions under which ice cream is sold, it is not hard to picture 

the confusion and difficulties which would arise if a sudden change 

in the dispensing of ice cream by weight instead of by volume mas 

required. Every retailer would have to purchase at least two sets 

of scales, one for retail sales and one to check his purchases, for 

unless the retailer is going to purchase scales and weigh all cans 
126 BUREAU OF STANDARDS 

received there will be an increased opportunity for drivers to be 

dishonest with the dealer, charge for more than delivered, and 

pocket the difference. Not only will there be an increased cost to 

dealers in purchasing scales, but the retailer knows that on account 

of the viscous character it will take longer to dispense ice cream by 

weight than by volume, and extra clerks will be needed during the 

rush hours. The public has always been purchasing ice cream by 

volume or, we might say, purchasing by the eye; in the house ice 

cream is served by the eye at an estimated number of dishes to the 

quart. Although ice creams of different flavors vary considerably in 

weight, in most places all standard flavors are sold at the same price 

per quart. In a large plant weights talien of 25 cans each, of 

different flavored ice cream, gave the following weights per gallon : 

Vanilla ice cream, 4.70 pounds ; chocolate, 5.70 pounds ; pineapple, 

4.76 pounds; and nut caramel, 5.25 pounds. If a purchaser was to 

get the same volume of different kinds of ice cream, it would be 

necessary to figure out a weight scale by which this could be done; 

also, a difference in the condition of the cream when sold will cause 

a variation in volume for the same weig.ht, and customers will object 

to getting a less volume for the same price at different times. 

There is no doubt at all that every housewife, when purchasing 

ice cream, has in mind a certain volume necessary to properly serve 

a certain number of people. If ice cream were to be sold by weight, 

this housewife might, at times, get 2 quarts for 3 pounds, and the 

next time only get a quart and a half for the same weight. This 

would cause immediate dissatisfaction, for there is no possible doubt 

that the purchaser of ice cream always has and always will want a 

certain volume for a given price, regardless of weight. A constant 

variation in volume for a given rice would cause endless dissatisresult in a demand by the retailer for the lightest ice cream possible, 

so that he might give the greatest volume for a certain weight. 

There would be constant strife to get the lightest ice cream possible 

from the manufacturer and probable refusal to accept a can of ice 

cream that did not meet the views of the retailer for lightness. 

There would be constant haggling over weights, resulting in loss of 

confidence and good will. 

Selling ice cream by weight was considered in California, and 

was found after investigation to be impractical, as set forth in the 

following telegram from Charles G. Johnson, state treasurer of Cdifornia and formerly superintendent of weights and measures, who 

wired to the secretary of the joint committee on definitions and 

standards in MTashington the following : 

Upon learning you mill have a hearing on matter of defining proper butter 

fat and weight standard for ice cream and thinking my experience and 

investigations into question as former superintendent of weight and measures 

in California extending 01 er considerable period might be of assistance, can assure your committee that after spending over one year making investigations with assistance of all prominent dairy and food officials in California we found that fixing a weight standard far ice cream entirely impracticable 

and abandoned any attempt of introducing regulations for such enforcement. 

Upon inquiry of the California Southwestern States Ice Cream 

Manufacturers Association in regard to experiences of retailers 

selling by weight, the following telegram was received : 

faction, which the retailer woul B not want. This condition would 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 127 

Only California retailers mho tried selling by weight were druggists in 

Los Angeles and vicinity who abandoned idea three years ago. Too much 

trouble explaining to public why containers were not packed full. Several 

arrests for slack-filled packages. Idea not popular with public. Dealers 

convinced of impracticability as demonstrated in tests by officials State department of agriculture and dairy division, University of California. 

Disadvantages to the public.--The selling of ice cream by weight 

will increase the cost to the public, as enumerated under disadvantages to the manufacturers and dealers. The public will pay not 

only the increased cost to the manufacturers and dealers, but also 

an additional profit to the dealers, which is contemplated by the 

change to selling by weight. It is estimated that this increased 

cost will be from 5 to 7 cents per quart. There is no advantage to 

the public in selling by weight, as weight has no relation to quality 

and food ralue. Ices which have the least food value are the heaviest for giyen volume. The food ralue of ice cream depends upon 

the amount and proportion of different solids present, as practically 

all food value is contained in the solids. The weiglit of a gallon 

of ice cream may vary considerably, and yet the total solids or food 

value in each gallon may be tlie same. 

General sunmary.-Since the beginning of the industry ice cream 

has been dealt with in terms of volume. Irrespective of any laws 

which may be passed requiring ice cream to be sold by weight, it 

will still be sold in the same containcrs, and the quantity sold will be 

judged on the b:isis of volume rather than weight. 

Because of the fact that the public purchases largely by the eye, 

and because of the fact that weight is not a measure of due or 

quality, and becaiise of the lesser expense involrecl, voliimetric measure in the sale of ice crc:uin is a more desirable method of dispensing than selling by weight. The impossibility of standardizing 

bulk for a given weight would result in continuous arguments between manufacturer and dealer and consumer, tending to demoralize the business and destroy good m7ill. 

Any retailer is privileged to sell ice cream by weight if he pre- 

€ers, and whether the manufacturer sells by weight or volume, the 

total cost to the retailer of his week's supply will be tlie same. If, 

therefore, a retailer buying ice cream by volume desires to sell by 

weight, all that it would be necessary for him to do would be to 

determine the average weight of ice cream purchased, and from this 

establish a selling price per pound, which would net him a reasonable profit. The majority of ice-cream dealers and manufacturers 

do not want to sell by weight. 

Different retailers frequently sell ice cream at prices varying 

from 40 to 70 cents per quart, and it is a well-known fact that some 

dealers who are not making a profit are trying to gain trade by 

underselling their competitors. 

In analyzing the losses of which the dealer is complaining it is 

found that in many cases he is giving the customer an excess measure 

in order to please him and outdo his competitor, and it is also due 

to his insistence on keeping the ice cream too soft, for ease in dipping. 

Investigation conducted by Prof. H. A. Ruche, of the University of 

Illinois, shows that 80 per cent of the shrinkage loss of retailers is 

due to dispensing too soft ice cream. 
128 BUREAU OF STANDARDS 

Ice cream supplies are generally purchased in the spring for the 

season, and undoubtedly there are large quantities of package supplies contracted for by manufacturers and dealers which would not 

be practical for distributinv ice cream by weight and which, therefore, would be a total loss iFregulations or laws were passed making 

the selling of ice cream by weight compulsory. No State in the 

Union has a law requiring ice cream to be sold by weight, and such a 

radical change should not be put into effect and made compulsory 

without a thorough investigation of its practicability. 

It is not possible in a short time to give a complete picture of the 

added cost to the industry and the disturbance it would cause to 

change the well-established custom of selling ice cream by volume. 

The statements and facts presented are given with the hope that 

those who are interested in selling ice cream by weight instead of by 

volume will appreciate that this change is not as simple as it may 

appear on the surface; also, let us keep clear1 in mind that because 

complain of too much shrinkage and lack of profit, it does not mean 

that selling ice cream by weight is the best solution to these difficulties. The whole question is one which deserves the most careful 

study by manufacturers, retailers, and research workers. It is not 

good business nor is it fair to legislate or regulate an industry until 

data are collected and facts established to make intelligent legislation. 

The dairy industry, like many other industries, has at different 

times suffered from hasty legislation. Not so many years ago 

several of the New England States had a law which provided that 

milk, to be sold legally, from October to April should contain 3.7 

per cent fat and from April to October 3 per cent fat; in other 

words, the farmer who on the last day of September legally sold milk 

from a herd might on the first day of October when the law 

changed to 3.7 per cent, become liable to prosecution in criminal 

court. The law was an injustice to the farmer and caused a great 

deal of financial loss. The United States pure food law of 1906 

provided that butter, to be sold legally, should contain 82% per 

cent butteri'at. Through a storm of protest from the butter industry of the county this law was never enforced, yet the law remained on the statute books and many well-meaning State officials, 

for years believing it was in force, tried to have similar laws passed 

in their respective States. Last year Congress passed a law establishing 80 per cent fat as a minimum standard for salted butter. 

This law after 19 years corrects the mistake made. 

About the same time a standard was established for ice cream of 14 

per cent fat when flavoring substances were used and 12 per cent 

fat when fruits and nuts were added. This standard is not enforced, 

and efforts are now being made to establish a more suitable standard 

for the industry. It is interesting to note, however, that although 

the national standards have not been enforced, similar standards 

were passed in several of the States. From 1913 to 1923, 20 States 

in the Union, which had established a 14 per cent butterfat standard 

have reduced by legislative action the 14 per cent standard. In 

1923 only 11 States had a 14 per cent butterfat standard for ice 

cream, and since then several States have reduced this requirement. 

a few retailers under the present method o I dispensing ice cream 
- EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 129 

Congress at its last session passed a lam establishing an 8 per cent 

fat standard for the District of Columbia. Those who were instrumental in having these lams or standards enacted were not 

enemies of the dairy industries nor did they have any intention of 

doing anything except what in their judgment was right. The only 

difficulty was that they did not have sufficient knowledge at the time, 

of the industry they were trying to regulate. 

For 20 years I have been identified with the dairy industry and 

agriculture. During that time I have at a number of times appeared 

before legislative bodies, both for and against legislation. For four 

years it was my privilege to serve as secretary of agriculture of 

Pennsylvania, having in this capacity the general supervision of 

the enforcement of all agricultural and food laws. Only since March 

1 have I been identified with the ice-cream industry. As an interpreter of this industry to the public, my attitude in regard to the 

policy of legislation for industries is the same as it has always been, 

only strengthened by the experience gained as a public official. AS 

a public official I have followed two general policies in regard to 

legislation, first, not to commit myself one may or the other until I 

felt sure that I had all the facts both for and against a piece of 

proposed legislation, and, secondly, never to urge any legislation 

until a conference had been held with the representatives of the industries affected by the proposed legislation. It was my experience 

that the best people in any industry desired to cooperate with public 

officials in establishing regulations which will protect the public and 

regulate the industry against unfair competition. 

The ice-cream manufacturers give expression to the same fundamental principles through their national association. We expect to 

build this industry on public confidence. We stand ready to furnish 

all available information in regard to the industry and ready to 

cooperate with public officials to the end that the public may have a 

wholesome product and receive value for their money. All we ask 

is to have the question of legislation based upon facts and sound 

principles as they relate to our industry. 

REMARKS OF V. F. HOVEY, PRESIDENT, NATIONAL ASSOCIATION OF ICECREAM MANUFACTURERS 

Mr. Chairman, ladies, and gentlemen, I appreciate the privilege 

of being heard. In the ice-cream industry we have manufacturers 

making from probably not more than an average of 10,000 gallons 

to probably 7,000,000 gallons a year. I happen to be operating a 

plant with a capacity and an output of about 1,000,000 gallons a 

year. 

I think, after having listened to the gentleman from New Jersey, 

that it is quite evident that there is a lack of information on the 

part of those with whom he was associated. Through our contact 

with regulatory officials we have come to have a very great confidence in the conscientious sincerity of those gentlemen and their 

desire to be fair. 

In our dealings with the joint committee on definitions and standards, of which Mr. Skinner is chairman, we have found a very earnest desire on their part to get all the facts, and when they have all 
130 BUREAU OF STANDARDS 

the facts we feel pretty sure that we will only be too willing to abide 

by their conclusions and wishes. 

I do want to say only a few words without duplicating the remarks of Secretary Rasmussen. The direct statement has not been 

made to you gentlemen that it is impossible for the manufacturer 

of ice cream to determine in advance the weight of his finished product. Possibly you gentlemen do not know that. The gentleman 

from New Jersey made the statement that the manufacturer could 

easily ascertain the weight of different flavors and thereb deterof such a weight and other cans of strawberry of such a weight pet 

can. That is not in accordance with the facts. An investigation 

has been made by Doctor Skinner, who knows that to-day we have 

not the machinery which will determine in advance the weight of 

our finished product. It is a deplorable situation, but it is a fact 

that we can not tell what the weight of the finished product will 

be. We have made progress, but it is a comparatively young industry. 

We have to-day what we call “overrun testers” that are in use 

in most of the plants. The “overrun testers” will indicate the 

weight of the finished product at the time the test is taken. In 

making ice cream the usunl freezing time is probably 9 to 12 minutes. In making a test with an “orerrun tester ” I presume 30 or 

40 seconds are involved. You may draw of€ some of the freezing 

mixture and it may indicate an overrun of 60 per cent; a minute 

later you may get 75 per cent. By the time you have drawn one 

can probably 30 seconds has expired. The freezer only half full is 

whipping faster, and consequently the second 5-gallon can will 

weigh less, and to-day we have no way to remedy that condition. So 

please accept the fact that we can not put out a can of a particular 

weight. Consequently I am sure that the gentlemen from New 

Jersey lack information or they would not have made the recommendation that they did. 

Gentlemen, factory records upon a definite basis are necessary 

if me are to avoid theft and unaccountable losses in our plant. I 

could tell you o€ one plant in New York State where, because they 

did not wish to go to the trouble of taking frequent inventories, 

they found themselves short 25,000 gallons, which was a very substantial loss to that plant. They had 

as superintendent of their delivery a high-class but dishonest fellow. 

In checking the drivers out he would let them take two or three 

extra cans which mere sold and they divided what they got for the 

extra cans. It happened that I knew one of those drivers-he was 

dishonest and he made $5,000 to $6,000 that summer. That loss was 

the result of their not taking frequent inventories. 

We can not get men who are dependably honest, so we must 

be sure that our records are correct. We must have an exact manufacturing report every nightwe must have our inventory at the 

close of the business day. We must add to the inventory the amount 

manufactured the next day; we must take away the sales of our 

drivers; and the balance always must check with our inventory the 

next night. If we did not do that, we would not know what had 

been taken out. 

mine the weight of each finished product-so many cans o P vanilla 

That came about in this way. 
EIGHTEENTH CONFERENCE ON WEIGHTS AKD MEASURES 131 

Gentlemen, we can check the number of full and empty cans 

every night and have a complete inventory, but we can not make a 

record other than that. 

If we should follow the method that has been suggested, it would 

mean that we would have to tabulate in pounds and ounces the 

weight of every can filled. I tell you, gentlemen, it is a physical 

impossibility to take inventory of ice cream on a weight basis. 

Gentlemen, I do not know of any way in which we could mark 

our packages when full. It is practically impossible to mark tin 

cans; paint, crayon, and pencil can not be used because the ice and 

salt water wash it off immediately; tags are impractical because 

they are difficult to attach and frequently get lost in the hardening 

room and on the trucks. In any event it would require an enormous 

amount of extra labor with added expense. 

I would like to say a little about the problem of the retailers in 

regard to the methods of distributing ice cream. It is a real problem, and I believe the better men in the ice-cream industry want to 

meet the problems and solve them in the best way possible. Some 

one in wishing to make a point against the ice-cream man mill say 

he is selling air. That is not an argument founded in good faith, 

because ice cream is whipped cream; you do not have ice cream 

until you have air in it. Today the attempt is not made by 1 in 100 to get excessive air in it; the great 

thing to-day is to control it and make a uniform product. It may 

surprise you that you can take samples and put them before the 

public for a test, one with 60 per cent overrun, another with 80 per 

cent overrun, and a third with 100 per cent overrun, and the public 

~7ill invariably pick out the lightest as the best ice cream. The 

greater the air content the smoother it is. You get a softness that 

you do not get with the low-air content. At my plant I am attempting to run 80 per cent overrun, which is 5 pounds to the gallon. 

The statement was made by the gentleman from New Jersey that 

it was rather ridiculous to say that weight and value are not related, 

but there is not necessarily a relation between weight and value, for 

this reason: You can take ice cream weighing 5 pounds per gallon 

that has 8 per cent butter fat and 32 per cent total solids and it may 

not have the food value of ice cream weighing 4% pounds to the 

gallon with 12 per cent butter fat and 38 per cent solids. Because 

of the higher fat content the second may have more nutritive value 

than the first, so that the statement that there was no relation between weight and volume was a statement well made. I believe 

that many of the men who are seriously investigating it realize that 

there niust be some way to tie up solids with weight; otherwise it 

would be illogical. But the ice-cream industry does not oppose a 

minimum weight standard that is a fair standard-fair to the consuming public and fair to the manufacturer. N7e do not want anything but a fair deal, and while we say a weight standard is illogical 

we think it may be the best thing for the industry, and we will go 

along and abide by the opinion of the members of the joint committee on definitions and standards. 

The gentleman referred to the usual assumption that ice cream 

should weigh 2 pounds per quart. Why that assumption should 

The air gives it texture. 

66436"-26-10 
132 BUREAU OF STANDARDS 

be made I do not know. A quart of 20 per cent cream, unwhipped, 

weighs 33 ounces. It is ridiculous for a man to sell 32, 33, or 34 

ounces of ice cream for a quart; but there is competition in the 

retail field, and they are squeezing ice cream into containers, and in 

many cases are giving 20 to 30 per cent in excess of a quart by volume. 

That is something the retailer ought not to do. 

We believe that the public is interested in buying ice cream only 

by volume. You have so many people to serve; you want to have 

enough to serve all. They have in mind the volume of a quart. 

I think if on a weight basis they got only four-fifths of a quart they 

would not feel very good about it. It would be a constant source of 

argument, and I think the retailer is the one who would curse the 

weight measure. If ice cream is going to be sold by weight, the 

retailer is going to want the lightest ice cream he can get. Why! 

Because he will want to give the consumer the biggest volume he can 

give for a certain weight. That means the retailer would refuse to 

accept from the manufacturer anything but the lightest ice cream 

he can make. Now, if you think that is good from an economic 

standpoint I do not know. We would be building up executive 

and distribution costs on air content. 

I realize that the whole problem of shrinkage and weight is a 

serious one, and last November, at New Orleans, at the ice-cream 

convention I advocated limiting the air content at that point which 

would make the product most pleasing to the public. That is my 

statement to the ice-cream industry and to you. It does not mean 

cream without air; it does not mean with the overrun as low as 60 

per cent. In my judgment it is probably ice cream with about 80 

per cent overrun in the case of ice cream with 8 per cent fat and 32 

per cent total solids, such ice cream containing about 45 per cent air. 

One of the things that you must understand, too, if you are to 

consider the thing intelligently is what causes shrinkage. 

Formerly I assumed that shrinkage was about in proportion to 

overrun. To demonstrate this I had an investigation made. Much 

to my amazement we found shrinkage was not in proportion to overrun. In fact, overrun apparently did not account for more than 20 

per cent of the shrinkage. The condition of the ice cream when it 

was dipped was responsible for 80 per cent of the shrinkage. If the 

ice cream was soft and out of condition shrinkage was enormous. 

Therefore I am prepared to say 

to you that the ice-cream manufacturer who is equipping ice-cream 

cabinets for the retailers with mechanical refrigeration is doing more 

to-day to solve the retailers’ problem than anything you can do 

regarding weight, for keeping the ice cream at a uniform temperature helps to overcome the shrinkage which is mainly due to the 

ice cream becoming soft. 

The gentleman also mentioned that we might ignore fractions of 

pounds. I would dislike to do it in view of the fact that the value 

of a pound runs from 36 to 40 cents. I would hate to give the 

fraction to him, and I do not think I would get it from him. 

In listening to this discussion the question occurs to me, “What 

have you in mind! Have you in mind that you will obtain more 

for the consumer for a dollar? Why your very great interest? Is 

it because you think the retailer is not getting enough? ” 

Condition is the real problem. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 133 

If it is assumed that the consumer is not getting enough for his 

money, you are assuming either that the retailer is making too much 

or that the manufacturer is making too much. I do not assume that 

the retailer is making too much, and I also happen to-know that 

the manufacturer is not making too much. I believe that the average 

profit of the manufacturer is not over 2% or 3 cents a quart. Possibly it is a poor statement to publish, but, gentlemen, it is a fact. 

My personal opinion of this subject and a possible solution of the 

whole problem is that an effort should be made to equip the retailer 

with mechanically-refrigerated cabinets, so that he can deliver to the 

consumer ice cream as nearly as possible in the same condition that 

he receives it from the manufacturer. Through different ways of 

dishing ice cream you can give ice cream to the consumer the way it 

is delivered by the manufacturer, and in my opinion it would be very 

much more satisfactory to the retailer and very much more satisfactory to the consumer. I believe there is no good reason why it can 

not be made possible to dip ice cream without compressing the air 

out of it. If you can get ice cream like that you will have satisfied 

customers. It would be the same stable commodity that the retailer 

buys from the manufacturer that he sells to the consumer, it would 

be the same weight per quart, about 20 ounces. 

We think that the very best of our public officials do not believe 

in too much governmental regulation. I believe the majority of our 

people feel we should have regulation only after all other means have 

been tried and after we know what is fair regulation. I will agree 

with one statement of the gentleman from New Jersey, and that is 

that the retailer and the manufacturer have not been working together. I want to promote an effort to bring closer cooperation between the retailer and the manufacturer. We are in the same line 

of business, we have common interests, and the real solution and fair 

solution and economic solution can be worked out by the retailers 

and manufacturers themselves. That is one request that we make, 

that we be permitted to work this problem out within the industry 

between the manufacturers and the retailers, who are the parties 

directly concerned. 

In conclusion, I wish again to state to you that, although illogical, 

the ice-cream industry thinks that a minimum weight standard would 

be much more practical than the sale of ice cream by weight. 

THE VIEWPOINT OF THE EETAILER 

By E. A. G. INTEMANN, Jr., representhg the New Jersev Retail Ice Crem 

and Candfi Drlanufacturcrs’ Association 

Mr. Chairman and gentlemen, I want to say at the beginning that 

the gentlemen who represent the manufacturers are very dear friends 

of mine. In my capacity as an officer in the retail association it has 

been necessary at times for me to attend meetings with the manufacturers regarding different matters, but I am very sorry to say 

that we have never had a conference on the subject that we are 

discussing now. 

In New Jersey I believe that many retailers first started to find 

out some facts about their sales of ice cream when taxes were levied 

on this product and it became necessary to report their taxes. It 
134 BUREAU OF STANDARDS 

was a very difficult matter to instruct every retailer to keep his taxes 

separate from his receipts, and it was necessary for the revenue men 

to check the number of plates of ice cream sold and what was sold 

in bulk. Qne man said, " 1 get 36 quarts out of a 10-gallon freezer." 

The revenue man said, " Very well; that is a funny thing, because 

in New York they get only 28 quarts, but if you get 36 we want more 

in taxes." To find out the correct figure, he packed a box of ice 

cream just as he did for a customer and then weighed it. It weighed 

2 pounds. He knew then that he got from 26 to 28 quarts to a 10- 

gallon freezer. The idortunate thing is that many dealers do not 

yet know the facts. They are given the cans and they fill the boxes 

and do not calculate the shrinkage. It is the fault of the retailer 

if he gives too much. 

Some new wholesale manufacturers have been working the overrun to the limit and it is a shame. Rlr. Holwell, of New York, 

called me on the telephone about three weeks ago and asked me how 

much a pint of ice cream should weigh. He said he got a pint in a 

certain place, in a box, and weighed it and found it weighed 8 ounces. 

After he let it stand in the ice box for two hours the box was only 

half full. If I were the wholesale manufacturer I would be in the 

same position, but ure object to putting a pound in a box and selling 

it for a quart and having the people say we are highway robbers. 

Such a '' quart .' can be had for 40 cents when the retail candy man 

is putting 2 pounds in a quart and charging you 60 to 70 cents. 

The retail candy man is giving you more for your money, but the 

customer thinks he is paying more. 

The industry must be regulated somewhere to meet the problems 

of these manufacturers who have not got regular customers and are 

putting out this soft, blown-up stuff we have talked about and hand 

the public a pound for a quart for 30 or 40 cents. I know for a 

fact that in some cases where the public think they are getting ice 

cream cheap they are in reality paying 90 cents for the same amount 

of solid matter that is elsewhere sold for a quart. It is a fact that 

the honest retailer who is selling first-class cream for 60 cents a 

quart is actually getting 42 cents a quart when the shrinkage during 

the retailing of the product is considered, while the man charging 

70 cents is getting 49 cents. 

Since there is a difference of opinion on the matter of sales by 

weight, I can not think of anything better than following Mr. 

Hovey's suggestion and having the manufacturers and the retailers 

come together. 

The conditions are such that he can not help himself; but at the same time 

we had an experience in Jersey where a man bought $72 worth of 

ice cream on a hot day and after he had dispensed that in box trade 

and had 2 gallons left, he had taken in $79. Three men worked 

hard from morning to night for a net profit of $7. I also know 

of a case where a family of five worked and had a net profit of 

$8.79 after the season mas over. 

These conditions exist, but I hope before we have any legislation 

that the problem can be worked out. I think something must be 

done, particularly to check those who are trying to make you believe they are giving you a full quart when they are giving only a 

Now, gentlemen, I do not condemn any manufacturer. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 135 

pint. In New Jersey they had so many complaints about ice cream 

that the commissioner of New Jersey investigated the matter. The 

commissioner of New Pork City, Mr. Holwell, has also sent men 

to me and I have told them what you have already heard, that when 

I dip ice cream and fill quart boxes I get 25 quarts to a 40-quart 

can, and then the can is empty. The outcome in New Jersey, as 

you all know, has been the passage of the regulation requiring all 

containers for the sale of ice cream and like products used in that 

State to be of legal standard capacities. In addition to this, however, the weight must be marked on the box if the public is to know 

whether they are getting a radio brick or a full brick-a radio brick 

is where you are getting the air. 

THE WORK IN RELATION TO ICE CREAM OF THE JOINT COMMITTEE ON DEFINITIONS AND FOOD STANDARDS 

By W. W. SKINNER, Cfiairnzalz 

I doubt if I shall be able to contribute much of value to this 

discussion, as I think I have been brought into it perhaps through 

misapprehension regarding the functions of the committee on definitions and food standards. Appreciating that there exists in the 

trade an erroneous impression regarding the food standards committee, and believing that perhaps similar ideas may exist in the 

minds of some of those here, I have thought it advisable to tell you 

briefly of the committee and how it operates. 

When, along in the eighties and nineties, certain chemists, dietitians, 

and sanitarians became actively interested in the so-called pure-food 

propapnda, it mas realizccl that any intelligent control of food 

sophistication and adulteration must rest upon a comprehensive and 

fairly exact knowledge of the composition of food products. Much 

work was undertaken at that time by chemists in the analysis of 

natural and manufactured food products to determine their normal 

and legitimate composition. The Association of Official Agricultural Chemists took a leading part in the work and leaders of the 

association of the time to which I refer, such men as Doctor Jenkins 

of Connecticut ; Doctor Prear of Pennsylvania : Doctor Webber of 

Ohio; Dr. Wiley of the Bureau of Chemistry; Doctor Schoville of 

Kentucky; and others realized the importance of organizing a board 

or body of men to act as a court to formulate definitions and to determine standards which should be effective in determining the legal 

composition of food products. Out of this effort in 1598 came the 

first food standards committee, a committee representing. solely the 

Association of Official Agricultural Chemists. Later, it was enlarged by consolidation with a similar committee representing the 

organized State food officials, and the enlarged committee was appointed by the Secretary of Agriculture to officially advise him in 

applying the provisions of the food and drugs act which had been 

passed by Congress and assigned to the Department of Agriculture 

for enforcement. 

Among the first types of food to be considered by the standards 

committee were dairy products, which included, of course, cream 

and ice cream. After much correspondence, study. and discussion, 

the conclusion was reached that a normal cream should contain about 
136 BUREAU OF STANDARDS 

18 per cent of butter fat, and this was fixed as the legal limit. Right 

here I should like to call your attention to a matter which is most 

frequently misunderstood about the work of the standards committee. The 18 per cent butter fat limit fixed for cream does not mean 

that such a product is the best cream; it does not mean it is the 

most desirable product ; and if the word " standard " is used here, as 

it sometimes is, to connote a desirable mark of excellence, then it is 

a misnomer. Standards as formulated by the food standards committee are not standards of excellence, but rather legal limits, below 

which desirable constituents should not fall and above which undesirable constituents should not be permitted. 

Following the definition for cream there was formulated in 1906 

a definition and standard for ice cream. The evidence before the 

committee at that time seemed to clearly indicate that the generic 

term " ice cream " should apply to a frozen product composed of 

cream, sugar, and flavoring. Allowing for a reduction in the butter 

fat, due to the sugar and flavor, and permitting a certain tolerance, 

the butter-fat content of plain ice cream mas fixed by the committee 

at 14 per cent. This has remained until the present time the Federal 

standard for ice cream. It would take me too far afield to attempt 

any discussion of this standard, which would include of necessity a 

discussion of the butter-fat standards for ice cream which have been 

promulgated by many of the States and which are not in harmony 

with the Federal standard. I have only briefly outlined the butterfat standard to serve as the background for a statement about the 

overrun in the manufacture of ice cream, the abuse of which, I take 

it, is the reason for the discussion this afternoon as to whether it is 

more equitable to the consumer to sell ice cream by weight rather 

than by measure. 

The standards committee has no direct interest in the manner 

of dispensing ice cream; but, where a limit such as the butter-fat 

content of a product is fixed, it is done for the purpose of assuring 

the consumer that he may receive what he expects to get, and what 

he pays for. When a purchaser buys a pint of standard 18 per cent 

cream he receives for his money a definite weight of butter fat and 

other milk solids, but when he buys a pint of ice cream the butter 

fat may vary considerably, although the percentage of fat in the 

original mix may be definitely fixed by a legal standard. For instance, ice cream made in the old-fashioned way by a boy on the 

back porch turning a freezer will have a normal overrun or swell of 

about 60 to 65 per cent. I remember we used to put in 5 pints and 

expected to get out a gallon, which is an overrun of 60 per cent. With 

a mix containing 14 per cent butter fat the consumer would get 

from such a product about 1.6 ounces of butter fat in each pint of 

ice cream ; but with the same mix, using the new types of ice cream 

machines, an overrun of as much as 120 per cent is easily possible; 

and, therefore, each pint of ice cream mould have only about 1.1 

ounces of butter fat and correspondingly less of the other solids. 

Manifestly, therefore, a butter-fat standard alone means nothing 

unless the actual quantity of food material is fairly definitely fixed. 

The swell or overrun may be controlled quite definitely within certain limits, due to the perfecting of the new types of machinery and 

due to the employment of certain added ingredients, the use of which 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 137 

is of doubtful propriety. There has been much evidence presented 

to the standards committee, which indicates that the overrun in the 

manufacture of ice cream has been very greatly abused, aod the 

possible disastrous effect in debasing the product is viewed with 

grave concern, if not actual alarm, by some far-sighted producers 

of the product. While there is some conflict of opinion about the 

possibilities of accurate control of the overrun, we have considerable 

evidence that within reasonable limits it is practicable to do so. 

With this information the standards committee has proposed a 

weight standard for plain ice cream of 494 pounds per gallon, 

which permits of an overrun of from 85 to 90 per cent, which the 

evidence before the committee from practical ice-cream makers 

seems to indicate is quite liberal. In lieu of a weight per gallon 

standard it has been suggested to our committee that the overrun 

may be effectively controlled by requiring that the volume of a 

given quantity of melted ice cream shall be one-half of the volume 

of the original frozen product, thus allowing an overrun of approximately 100 per cent. This was considered by the committee, and it 

is the method which has been adopted in the State of Wisconsin, 

the results of which I hope we may hear from the following paper 

by Mr. Klueter. While the matter has not yet been definitely settled, I am violating no confidence when I say that the standards 

committee is inclined to favor a weight-per-gallon requirement. 

PRESENT REGULATION OF SALE OF ICE CREAM IN WISCONSIN*" 

By HARRY KLUETER, Assistant Dairy and Food Commissioner, Btate of 

Wi scoizs in 

Following on the program, as this paper does, a presentation of 

the subject " Shall ice cream be sold by weight?" it is deemed fitting 

to adhere very closely to the subject assigned, " Present regulation of 

sale of ice cream in Wisconsin." 

At the outset it seems pertinent to point out that regulation of 

sale of food in Wisconsin is by duly enacted laws. The laws may 

be State or municipal, but if the latter they must not be in conflict 

with State laws, and State laws always take precedence over municipal laws. Further, it may be of interest to point out what the 

7Jnited States Supreme Court has said concerning the matter of 

sale at retail. In a case (Weigle v. Curtice Bros. Co., 248 U. S. 285) 

involving the jurisdiction of sale at retail as between State and 

Federal laws, the Supreme Court said: 

The food and drugs act indicates its intent to respect the recognized line 

Of distinction between domestic and interstate commerce too rlearly to need 

argument or an examination of its language. It naturally would, as the distinction is constitutional. The fact that a food or drug might be condemned 

1)~ Congress if it passed from State to State does not carry an immunity of 

foods or drugs making the same passage that it does not condemn. Neither 

the silence of Congress nor the decision of officers of the United States have 

ally authority beyond the domain established by the Constitution. When object.: of commerce get within the sphere of State legislation, the State may 

exercise its independent juclqmcwt and prohibit what Congress did not see fit 

t0 forbid. When they get within the sphere is determined, as we have said, 

hg the old, long-established criteria. The food and drugs act does not interfere with State regulation of selling at retail. Such regulation is not an 

~OTIiis paper, prepared by Mr. Klueter, mas rad to the conference by George Warner. 
138 BUREAU OF STANDARDS 

attempt to supplement the action of Congress in interstate commerce, but the 

exercise of an authority outside of that commerce that always has remained 

in the States. 

Clearly, therefore, national legislation relating to articles of food 

ceases, as the court has said, when such articles of food get within 

the sphere of State legislation. This fact illlistrates very forcefully 

the necessity of State food laws and provisions for their enforcement. Ice cream being a food, all of the State food laws of Wisconsin apply to its sale. So also do all of the State laws relating to 

or regulating the quantity sold, by establishing of standards of 

weight and measure and penalizing the selling of less than the 

quantity represented. The subject of the sale of ice cream may 

very well be treated under two general headings: The laws affecting 

the quality of the product, as its purity, wholesomeness, composition, 

and sanitary distribution, and the laws affecting the conditions as to 

weight or measure by which the product is sold. 

Considering the subject, first, from the standpoint of composition, it may be pointed out that all of the lams relating to the sanitary production of milk and its products have a bearing on the production and sale of ice cream in this State. Section 460713 of the 

Wisconsin statutes penalizes the manufacture for sale of any article 

of food for man from any insanitary milk or from any insanitary 

cream. Insanitary milk and insanitary cream are defined as follows : 

Insanitaru milk.-Milk which shall be drawn from cows that are kept in 

barns or stables which are not reasonably well lighted and ventilated, or that are kept in barns or stables that are filthy from an accumulation of animal 

feces and excreta, or from any other cause; or milk which shall be drawn 

from cows which are themselves in a filthy condition; or milk kept or transported in dirty, rusty, or open-seamed cans or other utensils; or milk that is 

stale, putrescent, or putrid; or milk to which has been added any unclean or 

unwholesome foreign substance ; or milk which has been kept exposed to foul or noxious air or gases in barns occupied by animals, or kept exposed in 

dirty, foul, or unclean places or conditions is hereby declared to be insanitary 

milk. 

Insanitary cream.-Cream produced from any such aforesaid insanitary 

milk; or cream produced by the use of a cream separator, which separator 

had not been thoroughly washed, cleansed, and scalded after previous use in 

the separation of cream from milk; or cream produced by the use of a cream separator placed or stationed in any unclean or filthy room or place or in any 

building containing a stable wherein are kept cattle or other animals, unless 

such cream separator is so separated and shielded by partition from the stable 

portion of such building as to be free from all foul or noxious air or gases 

which issue or may issue from such place or stable; or cream that is stale, 

putrescent, or putrid; or cream that is kept or transported in dirty, rusty, or open-seamed cans or other utensils; or cream which has been kept exposed to 

foul or noxious air or gases in barns occupied by animals, or in dirty, foul, or unclean places or conditions, is hereby declared to be insanitary cream. 

Wisconsin, in addition to its several dairy laws, has two general 

laws dealing with the sale of food, namely, the general food law 

and the misbranding law. The provisions of our general food laws 

are similar in many respects to the national food and drugs act 

dealing with adulterated and misbranded articles of food. An 

added advantage in food-control work in Wisconsin is in the enactment into law of definitions and standards for various foods. These 

standards having been enacted into law are binding on the courts 

just as much as are the provisions of our food law and our misbranding law. The natural course to be pursued, therefore, in regu- 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 139 

lating the sale of ice cream was to define and standardize the various 

kinds of ice cream, which was done in 1921, except in the case of 

custard or New York ice cream, which was done this session of the 

legislature. The plan adopted for fixing these standards was first 

to define and standardize an ice cream, permitting the use of a 

natural flavor as vanilla, and fixing a minimum milk fat requirement high enough so that it could be used as a base for the other 

varieties or flavors, and then defining and standardizing fruit, nut, 

chocolate, orange, maple, and New York or custard ice cream, fixing 

a slightly lower milk fat content in such cases where the additional 

flavoring ingredients are in sufficient quantity to materially reduce 

the milk fat content. The adoption of this method of standardizing we believe is fitting from the fact that the great bulk of ice 

cream manufactured and sold is vanilla and that much smaller 

quantities of the other flavors are produced. If a separate mix were 

required for each of the different varieties, the manufacturing cost 

would necessarily be increased, which cost would eventually, of 

course, be borne by the consumer. Having adopted this plan, ice 

cream was defined and standardized as follows : 

Ice cream is a frozen product made from cream, or milk and cream, and 

sugar, and may contain added milk solids, added milk fat, eggs, natural flavoring, edible gelatin or harmless vegetable gum; and shall contain not less than 

12 per cent of milk fat nor more than one-half of 1 per cent of the said gelatin or gum, or a mixture of the said gelatin and gum. The volume of ice cream after being melted \hall be not less than one-half the volume of the ice cream as manufactured and sold. 

A minimum fat requirement was fixed at 12 per cent, whereas in 

a11 of the other varieties, with the exception of orange, lemon, wintergreen, and custard, a minimum fat requirement of 10 per cent 

was fixed. The ingredients included in the definition of ice cream 

are well-recognized food products which are in themselves subject to 

all of the food laws, just as the finished product, ice cream, is. It 

will be noted from the definition and standard here given that no 

minimum requirement of milk solids was fixed. Our theory in 

fixing a standard was that if a minimum requirement were fixed for 

the most expensive ingredient-namely, milk fat-the matter of 

competition between manufacturers would take care of the less expensive constituents, such as skim milk solids, in the same manner 

in which competition takes care of the quantity of sugar and 

flavoring used. 

An added feature, however, which we deemed necessary in the 

control of ice cream was the fixing of a limit of the expansion or 

overrun. The expansion or swell, sometimes called overrun, is an 

inevitable result in the process of manufacture and affects msterially the quality of the product in body, texture, and appearance. 

The matter of expansion or overrun is subject to abuse if the manufacturer is willing to sacrifice quality, so that unless this factor is 

controlled and ice cream sold by volume it is obvious that ice cream 

made from a standard mix would contain more or less milk fat per 

gallon, depending upon the expansion or swell. 

A fair average weight of 1 pint of mix is 18 ounces. Under the 

former fat standard of 14 per cent for ice cream in Wisconsin, 1 

pint of mix, therefore, would contain 14 per cent of 18 ounces, or 

2.5 ounces of milk fat. Under the former standard this mix could 
140 BUREAU OF STANDARDS 

be manufactured into ice cream and expanded to double its volume, 

giving a 100 per cent swell, or it could be expanded to a swell of 

135 per cent. If expanded to a 100 per cent swell, 1 pint of ice 

cream would weigh 9 ounces. Then a pint of ice cream would contain 14 per cent of 9 ounces, or 1.25 ounces of milk fat. If expanded to a 135 per cent swell, 1 pint of ice cream would contain 

0.928 ounce of milk fat. 

Under the present definitions and standards, fixing a minimum 

milk-fat requirement of 12 per cent and a maximum expansion to 

double the volume of the mix or a swell of 100 per cent, we have 

the following facts: One pint of mix, as stated above, will weigh 18 

ounces, and the fat content will, therefore, be 12 per cent of 18 

ounces, or 2.16 ounces. This mix frozen into ice cream and expanded 

to the maximum volume permissible under the present definitions 

and standards gives us the following weights and facts: One pint 

of ice cream will weigh 9 ounces and the fat content will be 12 per 

cent of 9 ounces, or 1.08 ounces, as compared to 0.928 ounce of fat 

per pint under the former definitions and fat standard of 14 per 

cent, with no limit fixed for the expansion or swell. In other words, 

the present definitions and standards for ice cream actually give the 

consumer more milk fat per pint of ice cream than did the old 

definitions and standards fixing a higher milk-fat content of 14 

per cent. It will therefore be seen that while the fat content of 

ice cream in Wisconsin was lowered from 14 per cent to 12 per cent 

for ice cream other than fruit, nut, chocolate, and maple, the actual 

quantity of milk fat obtained by the purchaser or consumer in a 

given volume was not reduced. The matter of controlling the expansion or swell of ice cream was very thoroughly gone into with 

members of the Wisconsin Association of Ice Cream Manufacturers, 

considering carefully the effect of controlling the expansion or overrun on the product. It was contended by all that the quality of the 

product as affected by expansion or swell was at its best when 1 

gallon of the mix in the process of freezing was expanded to a volume of 2 gallons of the finished product, yielding an overrun of 

100 per cent. It was also agreed that with modern equipment at 

hand the manufacturer was able to control the expansion by frequent tests of his product during the process of manufacture. 

The method of determining the overrun or swell consists of comparing the weight of equal volumes of the mix and the finished 

product. A simple and accurate method employed by us to determine the overrun or swell is to measure out accurately 50 cubic 

centimeters, or any other definite volume of ice cream-25 cubic 

centimeters will answer just as well as 50 for the determination. 

The measuring is done in a cylinder open at both ends. The ice 

cream is then transferred to a 100 cubic centimeter measuring flask 

by means of a funnel with the aid of water, measuring accurately 

the amount of water required to fill the flask to the mark. 

The difference between the volume of ice cream used and the 

number of cubic centimeters of water required to fill the volumetric 

flask to the mark will give the number of cubic centimeters occupied 

by the air in the ice cream. The percentage of overrun will then 

be obtained by dividing the volume of air by the volume of ice 

cream used minus the air and multiplying the result by 100. The 

, 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEBSUBES 141 

measurement by use of the 100 cubic centimeter volumetric flask 

is made at a temperature of from 65 to 70" F. We find that this 

method can be applied by our men in the field, and with a moderate 

amount of experience the determination can be satisfactorily and 

rapidly made. 

The matter of expansion or smell can, of course, be controlled by 

establishing a minimum weight per gallon. The weight per gallon 

is, however, influenced materially by the use of excessive percentages of skim-milk solicls, which might lead to the production of a 

heavy, almost sticky, slow-melting product. Such a product might 

stand more abuse in handling by the retailer but could scarcely bo 

expected to appeal to the palate of the consumer. 

Taking into consideration the ability of the manufacturer to accurately control his overrun, the ability of the retailer to give accurate 

measure, and the matter of convenience in sale, the conclusion was 

reached that the consumer under the present definitions and standards for ice cream would be assurecl of receiving at all times fair 

and iust treatment in the matter of quantity as well as quality. 

Turning now to the other phase of the subject, namely, the quantity 

dispensed, several thoughts present themselves as to what is good 

commercial practice. Stated in simple terms, goocl commercial practice may be said to be a fair bargain between purchaser and seller, 

and in every fair bargain both parties gain. The seller's gain is a 

legitimate profit, while the purchaser's gain lies in value received. 

The seller's profit will not depend entirely on a single factor. such 

as the purchase of 10 gallons of ice cream and his ability lo resell 10 

gallons in units of pints and quarts, but rather on the fixing of a 

fair margin of profit, taking into consideration a natural shrinkage 

and the care used in dispensing and keeping his product. Good 

commercial practice in dispensing does not call for nor permit heap 

measure in place of stricken measure. It does not permit carelessness in the keeping of his product, as allowing it to become soft 

and rehardening. It does not permit the use of inaccurate measures 

nor the practice of using a paper bucket without bottom or side supports, but to the contrary calls for care and accuracy in every detail. 

The question may well be asked, '' Are shortages, if any, due to the 

method of sale by volume, or to the abuses of the method? 77 

Advantages we believe resulting to the dealer from the method of 

selling by volume rather than by weight are convenience and rapidity. 

While the sale by weight of ice cream from manufacturer to retail 

dealer which takes place in large units, such as 2% and &gallon 

containers, and even the resale by the dealer in quantities of quarts 

and pints, may be practicabre-it appears that the sale in smaller 

units by meiglit mould be entirely impractical-so that it would be 

necessary to introduce a double standard for determining the quantity of ice cream sold; that is, a basis of weight between dealers ancl 

a volume basis between retail dealer and consumer, for surely it is 

impractical to sell dishes of ice cream, cones, and sandwiches by 

weight, and double standards are always objectionable. 

It is true that the amount of ice cream in a cone or dish may vary 

greatly, and perhaps the time has come when some regulation should 

be made concerning the size of the scoops or dippers now used in 

dispensing the product. At the present time these scoops or dippers 
142 BUREAU OF STANDARDS 

vary in size, so that the smaller deliver 28 to the quart and the large 

deliver 10 to 12. It would seem possible to establish standards for 

two, or at the most three, sizes of these dippers, such dippers being 

designated as cone dippers and dish dippers. This suggestion is 

merely made with the thought that it may be possible to fix accurate 

volumes for the sale of ice cream, even when it is sold in the smallest 

units. I think it will be conceded by nearly all that if the practice 

of selling ice cream by weight is adopted it will not be practical to 

extend that practice to the smaller units above referred to. Perhaps 

one of the most commendable changes in custom in the retail sale of 

a common article of food is that of the sale of bananas by weight 

rather than by numerical count, and I dare say that the abuses 

through shortage in the measuring of pints and quarts of ice cream 

when resold by the retailex is negligible when compared to the differences in weight of a dozen of large bananas as compared to the 

weight of a dozen of small bananas; but even though bananas are 

sold by weight the cost of the edible portion of the fruit in the 

smaller fruit is somewhat higher than the cost of the edible portion 

in the large fruit, due to the ratio of the edible portion to the peel. 

So even by this change absolute equality has not been established. 

It is true that from the standpoint of ease of control by weights 

and measures officials a straight weight basis for ice cream would 

perhaps be desirable, but regulation must not always be for the convenience of officials. The demand for regulation should, of course, 

always be based on the existence of an evil to be corrected, and any 

change in present regulations or trade customs, unless the evil is 

impossible of correction by existing regulation, should not be disturbed, so that if fraud in measurements can be as easily discerned 

and definitely determined as can fraud in weight there would not 

seem to be sufficient ground to justify any radical change which 

might disturb well-established trade practices and customs. In 

Wisconsin we have been fortunate, indeed, in having the cooperation 

of the Wisconsin Association of Ice Cream Manufacturers, and the 

character of that State organization, together with the importance 

of the ice-cream industry to the State, can perhaps best be set forth 

by quoting from an article by J. Q. Emery, dairy and food commissioner of Wisconsin, entitled ‘’ The wonderful story of Wisconsin’s 

dairy industry,” published in the Ice Cream Review and Milk 

Dealer and as a reprint in booklet form by the Olsen Publishing Co. 

The Wisconsin ice-cream industry, which in recent years has developed 

into such magnificent proportions, if not, indeed, a distinct branch of the 

dairy industry, is certainly an ally. Over 6.000,OOO gallons of ice cream were produced in Wisconsin in the year 1923, valued at more than $6,250,000. This means an enlarged market for the dairymen’s produce. The Wisconsin Association of Ice Cream Manufacturers is of recent origin and is timely. In 

its personnel it furnishes a leadership that appears to have a vision and an appreciation of the opportunities within the grasp of such a State organization 

and such an industry. Its members have the wisdom to discern and the 

experience to confirm that the production of genuine ice cream of high quality 

is as a business proposition and practice greatly to their own interest, as well as to th:it of the consuming public. It mas this organization that at the 

session of the legislature in 1921 took the initiative in the enactinelit of standards for ice creain in Wisconsin unexcelled if not unequaled by any other 

State. The members of this organization seem to be allied not only with the 

present Wisconsin dairy industry but with the spirit of the pioneers of that 

industry who sought to build upon the solid foundation of high quality and 

integrity. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 143 

The ACTING CHAIRMAN. In view of the fact that it is very late 

we will defer the discussion of those papers on ice cream until 

to-morrow morning. 

We have with us Dr. H. E. Barnard, director of the American 

Institute of Baking. Dr. Rarnard leaves the city to-night and we 

will have no opportunity to hear him except at this time, so with 

your permission we will hear him regarding bread tolerances, which 

will be a subject under discussion at the sessions to-morrow. 

REMARKS OF H. E. BARNARD, DIRECTOR, AMERICAN INSTITUTE 

OF BAKING, ON PROPOSED TOLERANCES FOR LOAVES OF BREAD 

Mr. President and gentlemen, I did not intend to have anything 

to say in this conference except that I hoped to participate in the 

discussion of the report of the committee on bread. I did not have 

an opportunity to sit in with the 'committee nor to read, until just 

now, the report on tolerances which will be discussed to-morrow. 

1 think I might take this opportunity to congratulate the committee 

for the great deal of work they must have done before drafting 

the proposed tolerances. 

Speaking for the baking industry, I think on the whole we can 

look upon the proposals as certainly well intentioned and as probably well adapted for the needs of the commissioners of weights and 

measures who are following the old and accepted methods of enforcing the law. As you know, I personally feel that the time has come 

when the departments of weights and measures should attempt to 

build their work upon a more scientific basis than they now employ, 

and I personally feel we will never reach that point until, in the 

case of hygroscopic commodities, we determine, instead of the actual 

weight over the scales, the actual weight of the moisture-free material which is being investigated. 

As was pointed out last year, and will be pointed out again, the 

possibility of determining. the moisture-free materials is a matter for 

the consideration of chemists, and our departments are not yet ready 

to collect the money required from the taxpayers. Nevertheless, I 

shall insist that undoubtedly we shall some time reach the point 

where we shall want to use a scientific method in determining the 

weights of loaves of bread as we do in determining the accuracy of 

instruments of precision. 

Since I shall be unable to hear any discussion of the proposed tolerances, may I say again that I think the baking industry will be 

glad to accept such proposed tolerances as those which your committee has recommended; but before I do that, on behalf of the 

industry, may I call your attention to one or two items which might 

better be referred to the committee than to you, but which I think 

should be brought up before the subject is finally closed to the 

baking industry. 

May I suggest that it is possible that some slightly unfair conditions may arise if provisions (1) and (2) in the tolerances are not 

very liberally interpreted. For instance, in the establishment of the 

period of time during which the bread may be weighed, under (1) it 

is provided that it may be weighed '' at any time up to and including 

the time of delivery to the retailer in respect to such bread as is sold 

or to be sold by a baker to such retailer for resale." Assume, if you 
144 BUREAU OF STANDARDS 

please, that in one case bread fresh from the oven, or at least not 

more than one hour from the oven, is delivered to a grocer living in 

the same square in which the bakery is operated; also assume that a 

batch of bread is sent by express to a retailer operating 300 miles 

from the bakery. Under the provisions for tolerance here set out 

the bread left with the grocer 300 miles away would have to weigh 

practically the same as the bread left with the grocer in the same 

square in which the bakery operates. Surely that must be taken into 

account by the inspector doing his work both on behalf of the consumer of the bread and the baker himself. 

Provision (2) reads: “At any time up to six hours after the time 

of removal of the bread from the oven in respect to such bread as 

is to be sold at retail by the baker thereof.” In that case it is assumed that the bread is sold over the counter. Then it says: ‘‘ The 

average weights of the loaves are to be determined from the weighing of at least five loaves of the same nominal weight and of the 

same manufacturer or of all such loaves when the supply available 

at the time and place of the weighing exceeds five such loaves and is 

not more than 10 such loaves. * * * Whenever the number of 

such loaves available exceeds the number of loaves so to be weighed, 

the loaves weighed shall be taken at random.’’ There would be a 

great difference in the weight of loaves depending on the conditions 

under which they are handled, conditions which are recognized 

definitely in the last paragraph of the tolerances, but which under 

the tolerances as proposed can not be applied to bread up to six 

hours after it has been taken from the oven. 

If, for instance, that bread is thrown into an open case and the 

room is hot, the loss of moisture will be very rapid, and at the expiration of the 6-hour period the loaf may have lost more than 1 

ounce. If, however, that bread is wrapped by the baker, a condition which does not ordinarily obtain as is the case with the wholesale baker, and if that bread is kept in a tightly closed case, there 

will be almost no loss by evaporation and the loaf will be a legal 

loaf. If, however, the bread is unwrapped and not carefully protected, the same loaf may have become an illegal loaf. Of course, 

these conditions are conditions that probably would be taken into 

consideration by the inspector who is doing the work; nevertheless 

a strict interpretation of provisions (1) and (2) would lead to difficulties and probably ultimate penalizing of the baking industry because conditions which were perfectly satisfactory in the case of 

bread sold within the town by the baker, or, if from retail shops, 

when it was covered under conditions which prevented evaporation, 

certainly would not obtain where the bread was sold 300 miles 

away, as is the case in western States, and from retail shops during the seasons when the air is dry and intensely hot with resulting 

excessive loss of moisture. 

I think, too, I should point out that the baking industry feels 

that there should be tolerances below as well as above the nominal 

weight. In this suggestion there are no minimum weights. That 

matter, of course, has been taken into consideration by the conrt, 

but it will be received with some dissatisfaction on the part of the 

baking industry. If, however, the industry realizes the importance 

of the last paragraph of the tolerances as I do, I think that it will 

. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 145 

find that it has been protected by the establishment of the tolerances. 

I wish again to congratulate the committee for all its work 

which I know has taken them a great deal of time and study. 1 

wish I might have the opportunity to discuss it more fully with 

you, but that is not possible. I am glad of this opportunity to be 

here with my old friends. 

(At this point it was moved and seconded that the conference 

adjourn ; the question was taken, and the motion was agreed to.) 

(Thereupon, at 5.25 o’clock p. m., the conference adjourned to 

meet at 9.30 o’clock a. m. Thursday, May 28,1925.) 
SIXTH SESSION (MORNING OF THURSDAY, HAY 28, 

The conference reassembled at 9.30 o’clock a. m. at the Raleigh 

Hotel, I. L. Miller, first vice president, in the chair. 

Mr. HOLBROOK. Mr. Chairman, in order to do my part in regard 

to expediting the program I request permission to take up and dispose of two or three matters at this point. 

1925) 

THE WORK OF THE TECHNICAL COMMITTEE ON COMMERCIAL 

WEIGHING AND MEASURING DEVICES OF THE FEDERAL SPECIFICATIONS BOARD 

Mr. HOLBROOK. The Federal Specifications Board is a body of 

men representing the departments and independent establishments 

of the United States Government, who are concerned with the development of specifications for use in the purchase of Government 

supplies. Whenever a material or article is purchased by two or 

more Government departments, uniform specifications to govern its 

purchase will be promulgated by the Federal Specifications Board. 

These specifications are adopted only after consultation with all 

interests concerned. The specifications are drawn up by a technical committee which is informed on the subject in question, the 

committee being made up of representatives nominated by the various departments. 

I happen to be the chairman of the committee on commercial 

weighing and measuring devices, and I may report that this committee is using as a basis the specifications and tolerances of the 

annual conference. Thus far there has been promulated one specification, the specification for railroad track scales, which is identical with “ Specifications for the manufacture and installation of 

railroad track scales” drawn up by a group composed of representatives of the American Railroad Association, the American 

Railway Engineering Association, the Railroad and Warehouse 

Commission of Minnesota, the National Scale Men’s Association, 

the Scale Manufacturers’ Association, and the Bureau of Standards, 

and which have been adopted by these organizations. These are the 

specifications printed as Bureau of Standards Circular NO. 83. 

The committee has now tentatively decided to accept the specifications for liquid-measuring devices adopted by the conference on 

weights and measures with a few modifications, one of which is 

that the second paragraph of specification No. ’7, which is now “ tentative ” in the conference specifications, will be put into force 

and effect in the Federal specification, inasmuch as it is impossible 

to purchase supplies upon a tentative specification. Work is constantly being done toward the development of additional specifications, and I thought it would be of interest to the conference to 

know that their specifications were being used as a basis in this 

work by the Federal Specifications Board in every case. 

146 
EIGHTEEN= CONFERENCE ON WEIGHTS AND MEASURES 147 

POLICY OF THE BUREAU OF STANDARDS IN RELATION TO THE 

“APPROVAL” OF COMMERCIAL WEIGHING AND MEASURING 

DEVICES 

Mr. HOLBROOK. I may say in discussing this subject very briefly 

that this is not a new policy of the Bureau of Standards. It has 

been in force and effect in the bureau as long as I can remember, 

and my memory is reasonably good. It has been widely circulated, 

and yet we find some manufacturers of weighing and measuring devices and some officials who still do not seem to understand what 

our policy is in relation to approval of types of commercial weighing and measuring devices. 

Briefly stated, the policy is that the Bureau of Standards will 

not approve or disapprove of any commercial weighing or measuring device. We have included this information for a number of 

years in our reports on devices, we have advised many people to this 

effect by letter, and we have stated this policy in the annual report 

of the director; yet we still receive letters from manufacturers in 

which they state that they are manufacturing a commercial weighing 

or measuring device and desire to know the steps necessary in order 

to obtain the approval of the Bureau of Standards, and it is necessary to write back in every case and say that the approval of the 

Bureau of Standards on any commercial weighing or measuring 

device can not be obtained. 

We also have letters from officials-not many of them-who write 

and say that they have a great many devices of such and such a 

nature in their city and will the bureau kindly forward a list of the 

devices of this character which have been approved by the Bureau 

of Standards. Of course, we must follow the same policy and reply 

that the bureau does not approve any weighing or measuring devices. 

The Bureau of Standards objects very strenuously to having any 

manufacturer of weighing or measuring devices of the commercial 

type advertise that he makes a device that is approved by the Bureau 

of Standards, but this is occasionally done-through misunderstanding, I think, in practically all cases. In such cases we call the 

attention of manufacturers to our policy in detail, and thus far such 

advertising has always been withdrawn. It is regrettable that it 

ever occurs, however, because while it may be withdrawn, often the 

damage, whatever damage there may be, is done, because necessarily 

it is impossible to follow up and withdraw the impression created 

by an advertisement of that character. 

This policy of the bureau is due to a number of reasons, chief 

among which may be mentioned that under our system of laws the 

determination as to whether or not a weighing or measuring device 

is proper to be used in a commercial transaction is left by Congress 

€or determination, to the States or to the various subdivisions of the 

States, and under these conditions the bureau has no desire to influence or question the judgment of any State or local official as to 

whether he will or will not allow any devices in use. 

The bureau does investigate the types and performance of commercial weighing and measuring devices whenever possible. I will 

66436”-2+11 
148 BUREAU 'OF STANDARDS 

read from a former report of the director of the bureau in this 

connection : 

The studies made incident to this investigation comprise detailed examinations, inspections, and tests upon different types of commercial weighing and 

measuring devices or of the product of different manufacturers, conducted from 

the standpoints of construction and performance, with a view to establishing 

the general service which may be expected from any individual samples of the 

particular group or manufacturer in question. The work serves to demonstrate 

whether the device is such as to be accurate, reasonably permanent in its indications and adjustment and not conducive to the perpetration of fraud. Defects in design or construction are disclosed, and the manufacturer is often 

thus enabled to perfect his device so that it will meet official requirements and 

will render better service in use. These devices are submitted by the manu- facturer on his own initiative or at the instance of a State weights and meas- ures official, who may in some cases request a report from the bureau in order 

to assist him in reaching a conclusion as to whether the device in question 

should be allowed in commercial use in his jurisdiction. 

Whenever possible, upon request, we will give a State or local 

official a confidential copy of a report of this character, but the report 

does not state either that the bureau approves or disapproves. The 

State weights and measures official or the local official takes such 

action as seems proper to him under the circumstances in question. 

The director's report then gives information in regard to the 

facilities and personnel available for this character of work, which 

are very limited as you know, and concludes by stating the reason 

that the reports can not be allowed to be used for advertising 

purposes : 

By reason of the fact that the number of these devices which can be accepted 

for examination is strictly limited, the bureau finds it necessary strictly to 

limit the use which may be made of the reports issued thereon. It will be 

obvious that it would be unfair to permit a manufacturer who happened to 

have had one of his devices tested to make whatever use he pleased of the 

report, when another manufacturer having, perhaps, just as satisfactory a device could not have his device examined simply because the bureau had not 

the funds to carry on the test. It is therefore necessary to make the reports 

confidential * * *. 

In order to accomplish this there is included in all of these reports 

the following paragraph : 

Use of report.-The Bureau of Standards neither approves nor disapproves 

of commercial weighing and measuring apparatus, and in making tests and re- ports such as this one does so for the sole purpose of assisting the manufacturer 

to a knowledge of the performance of his products and of accumulating data 

for the information of the bureau. In no case is the recipient of this report to 

make any copies or abstracts thereof, and the use of this report or of any 

portion of the subject matter or wording thereof in the selling of the product 

or for any advertising or promotion purpose whatsoever is hereby specifically 

forbidden. Acceptance of these conditions is always made a condition precedent to a test of this character, and this statement of these conditions is here 

included to make them a matter of record. 

Mr. DALZIEL. I believe a moment ago you said the Bureau of 

Standards did not approve or disapprove Z 

Mr. HOLBROOK. We do not. If the Bureau of Standards issued 

an approval of any device the manufacturers of all other devices 

would at once submit all their devices for similar approval and we 

would be swamped. On the other hand, if we disapproved a device 

and that fact was published we would, under present conditions, be 

doing a grave injustice to the manufacturer. Now, that is one 

d 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 149 

viewpoint, and there is another equally important one. Suppose 

it were to be broadcast that the Bureau of Standards had approved 

of a device and one of you gentlemen disagreed entirely with the 

decision of the bureau. It would cause you embarassment if you 

refused to permit its use in your State when the manufacturers and 

users cited the fact that it was approved by the Bureau of Standards. 

It is just those conditions from which we want to keep away. We 

do not want to force your hand or dictate to you in any way, because 

under our present system of law you are the final authority in your 

various jurisdictions. 

Mr. DALZIEL,. We have a law in Oregon based on the rulings or 

advice of thc Bureau of Standards. Any change that they might 

make would directly affect our laws, and I would like to ask this 

question : If a controversy should come up in a State over some kind 

of a weighing or measuring device, whom in the world do we look 

to for some ruling if not the Bureau of Standards? We have a 

case in Oregon to-day where there are two different instruments 

used in testing gasoline and there is a difference in their indications. 

Now, whom should we look to to determine which is the correct instrument if not to the Bureau of Standards? 

Mr. HOLBROOK. If I have made it appear to you from my remarks 

that the bureau has not in the past or will not in the future be ready 

to extend any possible aid or assistance to the State and local sealers 

of weights and measures, I have failed lamentably to express my 

thought on the matter. We are very pleased, indeed, to give advice 

and counsel to the best of our ability when it is called for, and as I 

have mentioned we furnish reports whenever we can. We make 

tests of devices submitted and we issue reports to the officials and to 

the manufacturers. We issue a report primarily to the manufacturer 

with the reservation that such a report can be furnished by us to 

sealers of weights and measurers upon request. We will advise but we 

will not dictate. In some cases in our report we will be able to 

say whether or not, in our opinion, a device conforms to the specifications and tolerances adopted, but you are perfectly free to use your 

own judgment as to whether or not you will allow the device to be 

used commercially in your jurisdiction. 

Mr. SCHWARTZ. Following up Mr. Holbrook’s report on the policy 

of the Bureau of Standards in relation to the approval of commercial weighing and measuring devices, I may say that we have found 

in our State recentli a condition that probably will confront those 

of you officials who are here representing various States of the 

Union, and that is the matter of serialization. The matter of 

serialization is one that I think may be considered, in a sense,.good. 

On the other hand, it is one that should not be abused, since It can 

be made rather burdensome on the producer of the package or piece 

of apparatus. 

In our State we have had a number of requests for serialization. 

I desire now to refer particularly to ice-cream containers. We had 

in the first place the introduction of undersized containers. Some 

of them were marlzed rather peculiarly as “20/32 quart.” Some 

were marked, “ 6$fl ounces.” Another was marked ‘( 7 ounces net.” 

They wanted the State department to 0. K. these undersized packages. We could not see our way clear to do so, because we believe 
150 BUREAU OF STANDARDS 

the contents should be marked in full standard units only. Then 

we were asked to pass the regular standard boxes, and whether we 

would desire to have marked on them a number or symbol whereby 

they could be used in our State. Our answer to that was, after looking over some of the boxes handed to us, that we did not see why it 

would be necessary to have more fancy lettering and other literature 

placed on a small container like this [indicating small container] or 

even on the quart size. On the container that I am holding now 

there are four serialization marks already, for the States of Minnesota, New York, Pennsylvania, and Massachusetts. If every State in 

the Union adopted serialization it would compel the manufacturer of 

the box to cover his box with symbols designating that they were approved and passed and serialized in the various States in which they 

were used. There would be no room for the man’s advertising and 

no room for a mark showing the contents. So we promulgated a 

regulation that we would not require a special symbol; that all we 

needed for means of identification was the name and address of the 

manufacturer of the box and an indication of the contents. I am 

bringing this up to show the extremes that may be reached by overserialization. It is not that serialization is not good, but in time it 

may be overdone and you may simply cover the box with all sorts 

of symbols of serialization marks and designs. You are not gaining 

any more than we are gaining by having the name and address of 

the manufacturer of the box printed thereon as a certain means of 

identification. The regulation of which I speak is No. 9 and is as 

follows : 

REGULATION NO. I) 

On and after April 15, 1925, all containers such as cartons, pails, boxes, etc.. 

composed of cardboard, paper, or other similar material, of every type and 

description whatsoever, used in the State of New Jersey for the sale of ice 

cream, ices, or kindred frozen products, or for liquid or semiliquid commodities 

customarily sold or offered for sale by liquid measure, shall be of legal 

standard capacities of 1 gallon, a multiple of the gallon, or a binary submultiple of the gallon; that is, a measure obtained by dividing the gallon by 

the number 2 or by a power of the number 2 : Provided, however, That nothing 

in this regulation shall be construed to prevent the use of containers for ice cream exclusively in 5-pint and 3-pint sizes. 

Containers of the following standard capacities only may, therefore, be 

employed, viz, 1 gallon, 21/2 quarts, 2 quarts, 1% quarts, 1 quart, 1 pint, 

1/2 pint, and 1 gill; and all such containers shall have conspicuously stamped, 

printed, or indelibly expressed on the outside thereof, the capacity, in terms 

of liquid measure only, together with the name and address of the 

manufacturer. 

(Signed) J. HARRY FOLEY, 

State Superintendent. 

The above regulation was promulgated under the provisions of 

section 18, article 4, of the New Jersey laws relating to weights and 

measures, part of which reads as follows : ‘‘ The State superintendent 

may also make rules and regulations which shall govern the sale of 

commodities.” 

The penalty for violation of this regulation is prescribed in section 

36 cha ter 201, P. L. N. J. 1911. 

Mr. &EALE. I think Mr. Schwartz’s suggestion is a very good one. 

It would be well to make a close study along the lines he has 

suggested. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 151 

Mr. CRAIG. Mr. Chairman, Mr. Schwartz has just shown certain 

measures of capacity smaller than those customarily used. We have 

had presented to us recently in Pennsylvania a scale which the inventors claim meets the ice-cream situation and assists the retailer. 

It is a scale which weighs in units called “ Kil-Ams.” 

Now we have a serialization act in Pennsylvania, and Mr. 

McGrady having died this matter came up to me, and upon an 

examination of the scale I decided that it should not be approved, 

and by the direction of the secretary of internal affairs we prepared 

a statement of the case and sent it to the attorney general for a 

decision. The statement is brief and I will read it, as it will give 

the facts: 

Hon. GEORQE W. WOODRUFF, 

APRIL 21, 1925. 

Attorney General of Pmnsylcania, Harrisburg, Pa. 

MY DEAR GEXEXAL: I hereby request a legal opinion from you upon the 

following statement of facts : James H. Meehan and Joseph Mooney, of Philadelphia, have presented to me as secretary of internal affairs, for the purpose of having awarded a serial 

number as provided for by the act of May 5, 1921 (P. L. 389), a certain type 

of scale designed for selling ice cream at retail. It is a combined spring and 

lever fan-shaped computing scale. The unit of measure is what the inventors 

call a “ Kil-Am ” and the scale registers x, 1, 1% and 2 Kil-Ams. A Kil-Am 

equals 233i ounces avoirdupois, but there is nothing about the scale to show 

this fact, nor any other designation about the scale excepting the word “ KilAm” under the figure l in the center of the fan-shaped dial. 

The word “Kil-Am” is without meaning excepting as a trademark, and 

the purchaser of the commodity measured by the scale must depend entirely 

upon the vendor’s statement or explanation as to what constitutes a “ Kil-Am.” 

By the act of April 15, 1834 (P. L. 524), and amendments thereto, standard measures are adopted for the State of Pennsylvania. They are standard of 

linear measures, standard of measures of capacity, standard of weights, tables 

of lengths, square measure, liquid measure, dry measure, troy weight, and 

avoirdupois weight. 

The several acts of assembly attach penalties for the use of false weights 

and other violations of law, among other penalties being that of the right to 

confiscate false weighing or measuring devices or those which are defective 

or do not comply with the law. 

I understand the customary method of selling ice cream by retail in this 

State is by the gallon and the subdivisions of the gallon, without regard to 

weight. This customary method would be replaced by all retail dealers who 

would adopt the proposed scale by substituting therefor a new unit of measure designated a “ Kil-Am.” 

By paragraph 2, act of May 5, 1921, (P. L. 389), “The bureau of standards 

of the department of internal affairs is authorized to pass upon each type of 

weight and measure and weighing and measuring device manufactured, offered, or exposed for sale or sold or given away, for the use in trade or com- merce, or used in trade or commerce, in the Commonwealth of Pennsylvania, 

and to approve or disapprove of said type. The said bureau shall approve each 

type of weight and measure and weighing and measuring device, submitted 

to it for approval by any person, if such type is so designed and constructed 

that it conforms to, or gives correct results in terms of, standard weights or measures or in terms of values derived therefrom, and is reasonably permanent 

in its indication and adjustment, and does not facilitate the perpetration of 

fraud ; otherwise the bureau shall disapprove the same.” 

After the device in.approved the bureau awards a serial number, which is 

placed by the manufacturer upon every instrument or device manufactured. 

If the device is disapproved finally by the secretary of internal affairs, the 

applicant may appeal to the court of common pleas of his home county. 

Questions.-l. Has the bureau of standards authority to approve any weighing or measuring device which does not give “ correct results in terms of standard 

weights or measures ”? In other words, can the said bureau, by its approval 

* 
152 BUREAU OF STANDARDS 

of a weighing or measuring device, create a new unit of weight or measure 

unknown to the law? 

2. Is the “ Kil-Am,” although designated as equaling 23% ounces avoirdupois, an illegal unit of weight, and is the proposed scale a false and illegal weighing 

device when it shows nothing upon its face to express its relation to ounces or other legal terms of standard weights? 

3. If you should determine the “ Kil-Am ” to be illegal and the scale false and 

illegtl, would the defect be remedied by the addition of “23% ounces avoirdupois As the applicants are prepared to do business and are eager to begin operations, a prompt decision will be greatly appreciated. 

Respectfully submitted. 

under the word “Kil-Am” on the face of the register? 

SPECIAL REPORT OF THE COMMITTEE ON SPECIFICATIONS AND 

TOLERANCES IN RELATION TO CERT’AIN AMENDMENTS IN THE 

MODEL LAW ON THE SUBJECT OF WEIGHTS AND MEASURES, 

PRESENTED BY F. S. HOLBROOX, CHAIRMAN 

In pursuance of the motion adopted at the afternoon session of 

Wednesday, May 27, directing the committee on specifications and 

tolerances to report amendments to the model State law adopted by 

the conference, of such a nature as to include within the purview of 

the law apparatus used in the sale of service and personal weighing 

machines operated for a fee or charge, your committee has to suggest 

the following amendments : 

In section 8 of the text of Form 2 of the model law, after the words “ used or employed,” strike out the words “ by any proprietor, agent, 

lessee, or employee.” After the words “purchased or offered or 

submitted,” strike out the words “ by such person or persons.” 

After the words “ offered or submitted by such person or persons for 

sale, hire, or award,” insert the words “ or in computing any charge 

for services rendered on the basis of weight or measure or in determining weight or measure when a charge is made for such determination.” The amended section would then read as follows : 

SEC. 8. When not otherwise provided by law the State superintendent (commissioner) shall have the power, and it shall be his duty in those parts of 

the State in which a city or county sealer is not required to be appointed by 

the provisions of this act, to inspect, test, try, and ascertain if they are correct all weights, measures, and weighing or measuring devices kept, offered, or exposed for sale, sold, or used or employed in proving the size, 

quantity, extent, area, or measurement of quantities, things, produce, or articles for distribution or consumption purchased or offered or submitted for 

sale, hire, or award, or in computing any charge for services rendered on 

the basis of weight or measure, or in determining weight or measure when a charge is made for such determination; and he shall have the power to 

and shall from time to time weigh or measure and inspect packages or amounts 

of commodities of whatsoever kind kept for the purpose of sale, offered or exposed for sale, or sold or in the process of delivery, in order to determine 

whether the same contain the amounts represented, and whether they be 

offered for sale or sold in a manner in accordance with law. He shall at least 

twice each year and as much oftener as he may deem necessary see that all 

weights, measures, and weighing or measuring derices used are correct. He 

may for the purpose above mentioned, and in the general performance of his 

official duties, enter and go into or upon, and without formal warrant, any 

stand, place, building, or premises, or stop any vendor, peddler, junk dealer, 

coal wagon, ice wagon, delivery wagon, or any person whatsoever, and re- quire him, if necessary, to proceed to some place which the State superintendent (commissioner) may specify, for the purpose of making the proper 

tests. Whenever the State superintendent (commissioner) finds a violation of 

the statutes relating to weights and measures, he shall cause the violator to 

be prosecuted. 
EIGHTEENTH CONFERENCE ON WEIGIITS AND MEASURES 153 

In section 31 of the text of form No. 2 of the model lam, after the 

words “shall use the same in the buying of any commodity or 

thing, or for hire or award,” insert the words : “ or in the computation of any charge for services rendered on the basis of weight or 

measure, or in the determination of weight or measure when a 

charge is made for such determination.” After the words “less 

than the quantity he represents ” insert the words “of any commodity, thing, or service.” After the words “by means of which 

the amount of ” strike out the word “ commodity ” and insert in lieu 

thereof the words “ any commodity, thing, or service.” The amended section mould then read as follows : 

Ssc. 31. Any person who, by himself or by his servant or agent, or as the 

servant or agent of another person, shall offer or expose for sale, sell, use in the buying or selling of any commodity or thing or for hire or award, or in the computation of any charge for services rendered on the basis of weight or measure, or in the determination of weight or measure when a charge is 

made for such determination, or retain in his possession a false weight or measure or weighing or measuring device or any 11-eight or measure or weighing or measuring device which has not been sealed by the State superintendent (commissioner), or his deputy, or inspectors, or by a sealer or deputy 

sealer of weights and measures within one year. or shall dispose of any con- demned weight, measure, or weigliing or measuring device contrary to law, or remove any tag placed thereon by the State superintendent (commissioner), or his deputy, or inspectors, or by a sealer or deputy sealer of weights and 

measures; or who shall sell or offer or expose for sale less than the quantity he represents of any c20mnioditg, thing, or service, or shall take or attempt to take more than the quantity he represents, when, as the buyer, he 

furnishes the weight, measure, or weighing or measuring device. by means of which the amount of any commodity, thing, or service is determined; or who shall keep for the purpose of sale, offer or expose for sale, or sell any 

commodity in a manner contrary to law; or who shall violate any provision 

of this act for which a specific penalty has not been provided; or who shall 

sell or offer for sale, or use or have in his Ilossession for the purpose of selling 01’ using any device or instrument to be used to or calculated to falsify 

any weight or measure, shall be guilty of a misdemeanor, and shall be puniqhed by a fine of not less than $20 or more than $200, or by imprisonment 

for not more than three months, or by both such fine and imprisonment, upon a first conviction in any court of competent jurisdirtion; and upon a second or subsequent conviction in any court of competent jurisdictioii he shall be 

punished by a fine of not less than $50 or more than $500, or by imprisonment 

in the county jail for not more than one year, or by both such fine and 

imprisonment. 

In a similar manner section 7 and section 23 of the text of form 

No. 1 and section 7 and section 21 of form No. 3, which are the 

sections corresponding to those to which amendments are suggested 

above, should be modified. 

Your committee is of the opinion that the amendments above 

proposed will accomplish the purposes desired by the conference 

as evidenced by the debate had when this subject was proposed 

yesterday. 

Respectfully, (Signed) I?. S. HOLBROOK, Chairnuan, 

WM. I?. CLUETT, 

A. W. SCHWARTZ, 

DISCUSSION OF ABOVE REPORT 

Comittee on, Xpeeifications and Tolerances. 

Mr. WARNER. Mr. Chairman, I would like to ask the secretary in 

regard to the wording of the penalty amendment. Is it the sense of 
154 BUREAU OF STANDARDS 

it to allow anyone to use any kind of a scale so long as they do not 

charge for it Z 

Mr. HOLBROOK. This broadens the section as it is at present 

written. It is already an offense to use a false or unsealed device in 

the buying or selling of a commodity or thing or for hire or award. 

These amendments would make it an offense to employ such a device 

in the computation of any charge for services rendered on a basis 

of weight or measure or in determining weight or measure when a 

charge is made for such a determination. 

Mr. CLTTETT. I move the adoption of the amendments proposed. 

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

was agreed to.) 

Mr. HOLBROOK. MayI state at this time that Doctor Burgess 

regretted very much that imperative engagements out of town made 

it necessary for hini to leave the city Tuesday evening. He had 

intended himself to express his regrets to you on Tuesday afternoon, 

but the adjournment of the session made it impossible for him to do 

so, and therefore he asked me to tell you that he was very sorry that 

he was not able to be with you the last two days by reason of the 

fact that it seemed necessary for him personally to attend meetings 

of two associations being held at this time. 

I may say also that we sent a cordial invitation to our former 

president, now our honorary president, Dr. S. W. Stratton, to attend 

our sessions. He at first intended to be here, but finally wrote that 

he regretted that imperative engagements in New York and Boston 

made it impossible for him to come. I am sure that he would have 

come if it were at all possible, because he always takes a great interest in the conference. 

DISCUSSION ON PRACTICABILITY OF PROPOSED SALE OF ?OMMODITIES ON BASIS OF MOISTURE-FREE INGREDIENTS 

By F. S. HOLBROOK, Bureau of Ntandards 

At a conference of the weights and measures officials of the State 

of Indiana held something more than a year ago, Dr. H. E. Barnard, 

director of the American Institute of Baking, proposed a new basis 

for the sale of bread and certain other products. He requested an 

expression of opinion as to whether it might not be a more scientific 

method of sale, in the case of certain products which lose or gain 

moisture according to the humidity of the atmosphere in which they 

are kept, to sell them upon the basis of the weight of the moisturefree substance in the commodity, rather than upon the basis of the 

actual weight of the commodity, and discussed the feasibility and 

advisability of this proposal. 

Following this address the meeting adopted the following resolution : 

Whereas it has been alleged that in the enforcement of weights and measures 

legislation the only scientific method of arriving at the actual weight of certain 

products with recognized properties of gaining and losing moisture is by determining the weight of the water-free substance and with basic data SO obtained 

to calculate the original weight at time of production by adding thereto the 

legal or recognized moisture content : Therefore be it 

21 Read by title at conference and ordered to be printed in the report. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 155 

Resolved, That this conference of Stat?, countp, and city inspectors of 

weights and measures requests of the Bureau of Standard., of thr United States 

Department of Commerce certain data bearing on this subject, as follows : 1. Is the method of calculating the weight of bread at the time of manufacture, or flour at the time of packing, by determining the weight of moisturefree substance and adding the legal or allowed moisture content scientifically 

correct i 

2. Is it practical to suggrst to weights and measures departments that present methods of law enforcement be improved by providin!: that the actual 

weight of products at time of manufacture or packing may be calrulated by 

adding to the moisture-free content of the substance in question the legal or allowed moisture content? 

3. Is it possible to devise methods for determining the moisture-free content 

of bread, flour, or other substances which may be used, by inspectors of weights 

and measures? 

4. Is it adrisable to work to the end that inspeetors of weights and measures 

be equipped with instruments of precision and with laboratories and departments in which they may be properly employed to the end that weights and 

measure5 legislation may be based and enforced 011 true scientific principles? 

Since we beliered that Doctor Barnard was entitled to present his 

proposal to as large and representative an audience of weights and 

measures men as possible, he was invited to participate in the program of the Seventeenth Annual Conference held last year and 

elaborate lipon the theme of the sale of commodites, including bread, 

on the basis stated above. This assignment he accepted, and doubtless you are all familiar with the very interesting paper which he 

presented at that time, either through your attendance at the last conference or through reading it in the report of the conference or both. 

We request that the discussion here presented be considered as a 

reply to the queries contained in the resolution quoted above, as well 

as a discussion of Doctor Barnard's proposal. 

The underlying reason why Doctor Barnard feels that various 

commodities should be sold in the manner he suggests seems to be 

summed up, in his own ?vOrdS, as follows: 

Can we longer ignore the obvious fact that the real ralue of food commoditips is not determined by measure or weight hut hq the number of food units 

sold? The moisture or water in the commodity in question increases the 

weight and nsually the bulk, but it does not in the slightest degree add to the 

nutritive value. 

Wliile Doctor Barnard by no means confined his recommendation 

to the sale of bread-corn, hay, coke, raisins, dried apples and other 

dry fruits, butter, flour, wheat, and shelled corn are among those also 

mentioned-nevertheless, both because he is director of the American 

Institute of Baking and because he elaborated especially in relation 

to bread, we may presume that the subject of bread was foremost in 

his mind. Therefore in our analysis of the subject we will largely 

confine ourselves to this commodity. It is the intention in this discussion to treat both the theoretical and the practical aspects of this 

question, and thus considerations of both characters will be mentioned as they occur to be of interest. 

The first thing. which strikes us in connection with the proposal 

under discussion is its novelty. To sell bread on a basis of moisturefree content plus a recognized moisture content is an innovation. 

This occurs to us as the case from our general experience with the 

manner in which we know commodities are sold. We are confirmed in our impression because nowhere in the paper under discussion do we hd that mention is made of the sale of specific com- 
156 BUREAU OF STANDARDS 

modities in exactly this way, and it surely seems that were any 

commodities now sold in this way Doctor Barnard would have cited 

them. Perhaps the sale of cream upon the basis of its butter-fat 

content is the closest analogy which we have, but this method, of 

course, is confined to wholesale sales only and does not touch the 

ultimate consumer directly. But because a proposal is a novel one is 

surely no reason why we should fail to investigate all its possibilities. 

Progress consists in the embracing of new ideas superior to those 

which we have had before. However, we take it that it is desirable 

in the case of innovations, especially when they are proposals for the 

enactment of penal laws, carefully to analyze them from all points of 

view so that we may be certain that they actually will result in improving present unsatisfactory conditions. Legislative innovations 

of this kind require campaigns of education both before and after 

passage, they are necessarily disturbing to business, and they cost 

money. Therefore, we must proceed upon the premise that if, on 

the one hand, when all its elements are taken into consideration, a 

proposal does not represent a distinct step in advance, or, on the 

other, if the prevailing condition be a reasonably satisfactory one, 

it may seem unwise to attempt to put the proposed innovation into 

effect. 

Of course, Doctor Barnard’s contention that bread changes in 

weight continually from the time of removal from the oven up to the 

time that it becomes a commodity that is no longer regularly salable 

as human food is readily admitted. The rate of shrinkage and the 

total change in weight under normal conditions within a stated 

period of time have been, and are, matters of debate-the fact of 

shrinkage, never. Obviously, it is also not a matter for argument 

that the ingredient that escapes from the bread is water, and that 

the solids constituting the nutritive elements remain. Weight and 

palatability are affected by shrinkage-nutritive value is not. 

The proposal, as we understand it, in relation to bread is as follows: Eliminate from the equation the actual moisture content of 

the bread by determining the weight of the moisture-free ingredients 

by the method best adapted to the purpose; to the weight thus determined add an amount constituting an agreed-upon percentage of 

water ; and sell the loaf as of the weight of the sum thus arrived at. 

For the sake of illustration let us apply the proposal to the present 

pound loaf of commerce as it exists in those jurisdictions where the 

standard-weight type of bread law is in force. Under this present 

method of regulation the loaf as sold, within definite limits of time, 

is required to weigh about a pound; that is, a pound within the 

established tolerances. Under the proposal, suppose that 38 per cent 

were fixed as the agreed-upon moisture content of bread one hour 

after baking. The weight of the moisture-free ingredients would be 

required to be about 62 per cent of the pound, or about 9.9 ounces; 

that is, 9.9 ounces within the tolerances which it would be necessary 

to establish on the weight of the moisture-free ingredients. Suppose 

the average weight of moisture-free ingredients in a number of 

loaves to be correct in a given case. The actual average weight of 

the loaves one hour after baking would be 16 ounces if the bread in 

question contained 38 per cent of moisture, 17.4 ounces if the bread 

contained 42 per cent of *moisture, and 15 ounces if the bread contained 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 157 

34 per cent of moisture. All of this bread one hour after baking, 

varying in average weight from 15 ounces to 17.4 ounces, would be 

of the legal standard “ pound ” size. Actually the range in average 

weights would be increased by the amounts by which the baker 

failed to obtain the average weight of moisture-free ingredients 

aimed at, and the range in the weight of individual loaves would, of 

course, be still greater since these individual loaves would necessarily 

depart in both directions from the average weights stated above. 

Finally, as the bread shrunk the range mould slowly increase still 

more. So much for the illustration of the proposal. 

Now, what are the advantages claimed for the proposal? We have 

quoted the words which Doctor Barnard used after he had explained 

the proposition : 

Can we longer ignore the obvious fact that the real value of food com- modities is not determined by measure or weight but by the number of food 

units sold? 

These words seemed to us to mean that if we adopted the method 

of sale which he suggested we would be buying our bread on a basis 

of the food value in the loaf, but Doctor Barnard has advised us 

that he had no such idea in mind. He was merely pointing out that 

in the case of any loaf of bread one purchases certain solids having 

food value plus an amount of water, and that in this loaf the whole 

food value remains even after part of the water has evaporated. 

As to the food values of various breads, suppose we were to purchase 

a number of so-called “ pound ” loaves made by various manufacturers in accordance with differing formulas, each of which, however, contained 9.9 ounces of moisture-free ingredients. Are we 

receiving equal food values in these loaves Z It may be said without 

any question that we are not. For when the food value of an article 

of food is spoken of either one of two things may be meant. One of 

these is the ‘‘ fuel value ” of the food, the amount of energy released 

when the article of food is consumed, which is measured in calories. 

The other is its “nutritive value,” in arriving at which we must 

consider “ the amounts and forms of nitrogen, phosphorus, iron, and 

various other essential elements furnished by the food.” 

When the number of calories in loaves of bread made according 

to different formulas, but containing equal amounts of moisture-free 

ingredients (9.9 ounces, for instance) are computed, wide discrepancies between the results are found. For instance, we have computed 

various formulas published in Baking Technology,. the journal of 

the American Institute of Baking, and find values differing by more 

than 10 per cent. Thus, in buying loaves containing equal weights of 

moisture-free ingredients we do not receive the same ‘‘ fuel value.” 

While it is realized that the fuel value of a food is not a complete 

measure of its nutritive value, nevertheless in respect to this latter 

value we think that the various breads produced by differing formulas vary even more than would be indicated when calories alone 

are considered. The results of feeding experiments conducted by 

the American Institute of Baking seem to indicate, for instance, 

that milk bread is much more than 10 per cent superior to water 

bread in so far as its “nutritive value ” is concerned. If this be the 

case, then again the wei lit of the moisture-free ingredients is far 

from being a measure o B food value obtained. 
158 BUREAU OF STANDARDS 

Thus, the proposal would not result in our buying our bread 

on the basis of the food value in the loaf. Nor, as we have said, did 

Doctor Barnard intend to convey this impression. But because the 

words quoted seem to be susceptible of this interpretation we have 

considered it worth while to go into this subject very briefly to clear 

the matter up in the minds of any who may have obtained this same 

impression. 

It may be urged, and with much reason, that much of the above 

concerning the ingredients in bread is a question of quality. So 

it is. But why is not the question as to the water in the loaf similarly a quality consideration? Our Federal food and drugs act 

surely so considers it. Section 7 of this act provides : 

That for the purposes of the act an article shall be deemed to be adulterated: * * *. In the case of food: First. If any substance has been mixed or packed with it so as to reduce or lower or injuriously affect its quality or strength. Second. If any substance has been substituted wholly or in part for 

the article. 

One of the most important of these added or substituted substances is water, as has been demonstrated by many rulings, and by 

many decisions of the courts. The subject of the water in bread 

should certainly be given careful attention, but not, we believe, in 

the manner contemplated in the present proposal. We will have 

a word or two to say in this relation at the conclusion of this discussion. 

While we think 

that the method would not result in our obtaining a standard food 

value in a standard loaf, we would obtain the elimination of one 

variable factor from a somewhat complicated equation ; also, in 

dealing with moisture-free ingredients we would be dealing with 

something that does not change in weight from the time the dough 

is scaled until the bread becomes so stale that it is no longer sold in 

the general course of business as food for human consumption. 

Again, while we can not agree that the actual weight of products 

at the time of manufacture or packing may be calculated by adding to the moisture-free content of the substance in question the 

legal or allowed moisture content, we could, of course, by this 

method arrive at a more or less arbitrary figure representing what 

the total weight of the commodity in question v7ould be if and when 

it contained the full amount of water allowed by law or regulation. 

We refer to this weight as a “more or less arbitrary figure.” since 

it would necessaril only be the actual weight of the commodity at 

modity in question did actually contain the amount of water specified. Finally, it is urged that this method of procedure will improve present methods of law enforcement. 

Concerning these claimed advantages we are of the opinion that 

it would be preferable to deal with commodities of constant weight, 

and could we do so conveniently methods of law enforcement would 

be improved thereby. However, whether the plan proposed is such 

that it will enable us conveniently to deal with the commodities in 

question, and whether a more satisfactory law enforcement would 

follow the adoption of the proposal, are questions which are extremely 

serious ones. To assist in the solution let us consider those factors 

which are conceived to be disadvantages inherent in the plan and 

But to return to the advantages of the proposal. 

the time of manu 9 acture or packing, when at such time the com- 
EIGHTEENTH COXTFERENCE ON WEIGI~TS AND MEASURES 159 

examine the evidence presented by those who are not in sympathy 

with it. 

First, then, n-e would have a lam which m7ould be, it seems to 

many, very much more difficult to enforce. 

Under the present method of regulation many retailers and consumers check the weight of the bread and assist in the enforcement 

of the law by calling the attention of the officials to infractions of 

its provisions so discovered. Under the terms of the proposal it 

appears that neither the retailer of the bread nor the consumer 

would be able to ascertain whether the bread was or was not of the 

legal standard weight. Obviously, when so-called “ pound ” loaves, 

equally fresh, might weigh from 15 to 17.4 ounces and yet still 

might all conform exactly to the legal standard, the layman endeavoring to check the loaves would be entirely at sea, and his 

cooperation could no longer be relied upon by the official. In losing 

this assistance now furnished by the retailer and the consumer in 

the enforcement of the law, the weig.hts and measures official would 

lose the help of valued allies, and his own position would be made 

very much more difficult as a result. 

The present type of law can be and is to-day enforced by the 

simple weighing of loaves of bread. The loaf is not injured in any 

way during the process. In the enforcement of the proposed type 

of law it would be essential that a chemical analysis of at least one 

loaf of each brand being sold in a jurisdiction be made, and it would 

be necessary to repeat this operation at frequent intervals, since it 

would be required each time it was desired to ascertain whether or 

not the bread being sold was in accordance with the law. The 

analysis mentioned would be a long and difficult task, and each loaf 

EO analyzed would be destroyed as human food. Yet the plea of 

an important class of the baking industry is for simpler laws rather 

than for more complicated ones. Mr. Kremer, representing the 

Retail Bakers’ Association of America, in his paper given before the 

Sixteenth Annual Conference, especially stressed this point, and it 

is believed that he feels that the proposal is in the nature of a further complication of law. Further evidence that the baking industry 

is by no means a unit in believing that the method of standardization 

proposed is a better one than that which we have at present or is 

even a proper one, is furnished by the fact that at the last conference 

just after Doctor Barnard had presented his paper, a letter was 

introduced from Jos. Poehlmann, president of the Retail Bakers’ 

Association of America, to the following effect : 

SEVENTEENTH ANKUAL COXFERENCE ON WEIGHTS AND MEASURES, 

Bureau of Standards, Washington, D. C. 

GENTLEMEN: As president of the Retail Bakers’ Association of America, it 

has come to my attention that a proposal may be made to you to base breadweight laws upon a basis of the dry substance found in loaves plus 38 per 

cent moisture. In the name of the association I earnestly protest against 

this proposal, as it puts the bread produced in the retail bakeries in the 

country in a false light. 

The proposition is founded upon the assumption that, in the sale of bread, we offer the public a combination of the maximum quantity of water and the 

minimum quantity of nutritive matter allowed by law, and that in dealing 

with the weight of bread we insist upon our right to produce and sell every 

loaf upon the basis of the maximum quantity of water permissible. 

Our efforts have been directed toward incorporating the maximum amount 

of nutritive matter into our bread. We have told the American people bread 

. 
160 BUREAU OF STANDARDS 

is your best and cheapest food; if loaded down with 38 per cent water, bread 

is not the best and cheapest food, and we are not willing that our bread be 

judged upon the basis that it contains that percentage of water. 

We want the American people to know the truth about bread, and that is 

that the water content of bread varies according to the type or kind of bread 

purchased, and seldom if ever reaches the fixed maximum of 38 per cent. 

m7e also want them to know that the bread we sell contains more than 10 ounces of nutritive matter in a pound. 

We are on record as favoring the principle of standard weights for bread, 

and feel that legislation along the lines discussed would bring confusion and 

complications rather than standard loaves. 

Respectfully submitted. 

It is apparent that this important group of the baking industry 

is decidedly not in favor of the proposed method. If the law will 

be more difficult to enforce, it follows that it will either be more 

expensive to enforce or it will not be properly enforced. A word 

or two on this subject may not be amiss. Certainly compliance 

could not be determined without the services of a chemist, and 

some sort of a laboratory for the chemist would be essential; also, 

it is believed that the time consumed in determining whether or not 

the bread complied with the law would be much greater than that 

expended to-day. The need for chemists and laboratories is stated 

by Doctor Barnard in his conclusion in the words : 

We shall dignify the service * * * and place it in the hands of scientifically trained inspectors, adequately equipped with laboratory facilities for 

the accurate application of the laws of physics and chemistry to the regulation 

of commerce. 

But to procure the services of chemists and to provide laboratory 

facilities would cost additional money; and yet, at the present time, 

few of our departments are so liberally treated that they are enabled 

to procure the equipment and personnel vitally necessary to administer those laws with the enforcement of which they are already 

charged. 

Appropriations in this era when governmental economy is a 

watchword are not easily procurable. We should certainly hesitate 

long, and weigh carefully the merits and demerits of a proposal 

involving any additional governmental expenditures whatever. 

Especially should we proceed cautiously before taking a step which 

would commit us to the attempt to raise money for such a notable 

expansion as is contemplated in the present instance. 

If you have agreed at all with the views set forth in the foregoing, you must admit that the system proposed is by no means a 

panacea. It probably has certain advantages, but it also seems to 

be subject to many defects. Our premise was to the effect that it 

would probably be unwise to attempt to make such a radical change 

as this, first, if the proposal did not represent a distinct step in 

advance, or, second, if the condition prevailing was a reasonably 

satisfactory one. Thus far we have largely directed our attention 

to the first consideration, the new method proposed. A few words 

are now necessary in reference to the second consideration. 

It is true that the present method of regulation is by no means a 

perfect one. Many theoretical objections have been advanced in 

relation to it. Were it not possible so to adjust the tolerances that 

no baker attempting to comply with the law and using reasonably 

good methods will be placed in the position of violating it, then, 

( Signed ) Jos. POEHLMANN. 

. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 161 

indeed, we would say that a better method of regulation should be 

sought; but is it, in fact, impossible to attain this end under present 

conditions ? 

Our belief is that it is not only entirely possible to accomplish 

this, but that it has already been accomplished in many jurisdictions. 

Consider the situation in the States of Indiana, Ohio, Wisconsin, in 

the city of Chicago, and elsewhere. Their laws require that standard-weight loaves only be made and sold, and tolerances are established under them. All the testimony is to the effect that these 

laws are working out in a manner entirely satisfactory to the baker, 

the consumer, and the weights and measures official. While the 

bakers were at first fearful of what the effect of such laws would be, 

experience with such laws seems to have convinced them that their 

apprehensions were groundless. This is proved by the fact that 

several States and city associations of bakers have officially gone 

on record as being in favor of standard-weight legislation after 

operating for some time under laws of this character. Standardweight loaves have been produced and sold for years, and they are 

being produced and sold to-day, without disturbance to the baking 

industry, without unjust prosecutions of bakers, without general 

friction or protest, and with proper protection to all classes of our 

citizens. Theoretical objections surely must fall before very practical 

demonstrations such as these. Our conclusion, upon the evidence, 

in relation to the second condition of the premise, must be that the 

method of regulation at present adopted is by no means not a 

reasonably satisfactory one. 

That concludes our argument in regard to the proposal that bread 

be sold upon a basis of the moisture-free ingredients in the loaf. We are by no means convinced that the proposal is one which need ever 

be adopted. In any event we are very strongly of the opinion that 

the present is not the proper time to attempt to put it into effect. 

While not essential to the discussion it may be of value to consider the question of tolerances in relation to the proposal. Should 

it be possible to eliminate tolerances or to reduce them to neg!igible 

amounts on account of the stability of the weight of the moisturefree solids, this would be a cogent argument in favor of the proposal. 

But it will, we think, be apparent that the moisture-free ingredients 

would necessarily be granted a tolerance. Commodities are regularly 

granted tolerances, without regard to whether or not a change in 

weight is to be expected after the weighing operation is concluded, as 

when the weighing operation is conducted immediately at the time 

of sale. Excluding shrinkage, the size of the tolerance is determined 

by considerations such as the value of the commodity, the character 

of apparatus by means of which its weight is determined, etc. 

Again, it is obvious that we could not take definite weighed amounts 

of dry substance and deal with these throughout the processes of 

manufacture. The weights would still be determined with the bread 

in the form of dough. 

It can not be presumed that the means employed for determining 

the weights of the lumps of dough would differ from those in use today. The large baker would still continue to use the “divider,” 

determining his weights by a measurement of volume of dough and ‘ 

checking some of them by scaling. The dough would be changing in 
162 BUREAU OF STANDARDS 

weight per unit of volume during the period of the dividing process due to the continuing fermentation of the dough? the varying 

pressure upon the dough being pushed into the dividing chambers, 

etc. The smaller baker would also use his present method, consisting 

in the cutting off from the main batch of dough an amount estimated 

to be of the proper weight, checking it on the scale, and changing 

the weight if the original estimate was too much in error. 

In short, the variations in the weights of the lumps of dough 

would be the same as at present. If there were an equal amount of 

water by weight in each lump, then the variations in the weights of 

the moisture-free ingredients would be the same as the variation in 

the weights of the lumps of dough. Inasmuch as there are, almost 

certainly, differing weights of water in the lumps, it seems that the 

range of variations in the weights of the moisture-free ingredients 

would, in general, be somewhat greater than the range of variations 

in the weights of the lumps of dough. 

Obviously neither of the above processes of arriving at the weights 

is one which is susceptible of very great accuracy. Therefore liberal 

tolerances on the weight of the moisture-free ingredients would inevitably be required, unless the baker were to be expected to work 

very much closer to accuracy than at present is the case. 

?Ve have necessarily had occasion to say much concerning the 

amount of water in a loaf of bread. This subject is an important 

one. Certainly the quality of the “staff of life” should not be 

lowered. If there is any tendency on the part of the bakers to add an 

undue proportion of water to their product, this evil should be 

checked, but the subject, we conceive, should be handled as a matter 

of quality rather than of quantity. Already steps have been taken 

along these lines. Food inspection decision 188 of the United States 

Department of Agriculture contains definitions and standards for 

breads adopted by the joint committee on definitions and standards 

and approved by the Association of American Dairy, Food, and 

Drug Officials and by the Association of Official Agricultural Chemists. In considering the definition of wheat bread, white bread, we 

find thatWheat bread dough, white bread dough, is the dough consisting of a leavened 

and kneaded mixture of flour, potable water, edible fat or oil, sugar and/or 

other fermentable carbohydrate substance, salt, and yeast, with or without 

the addition of milk or a milk product. of diastatic and/or proteolytic ferments, 

and of such limited amounts of unobjectionable salts as serve solely as yeast 

nutrients, and with or without the replacement of not more than three per 

cent of the flour ingredient by some other edible farinaceous substance. 

Wheat bread, white bread, is the bread obtained by baking wheat bread 

dough in the form of a loaf or of rolls or other units smaller than a loaf. It 

contains, one hour or more after baking, not more than 38 per cent of moisture, as determined upon the entire loaf or other unit. 

If the above regidation is a proper one, then so far as moisture 

content is concerned, bread containing not more than 38 per cent is 

a proper commercial product not adulterated by having nonnutritious water substituted for nutritious material, and such bread 

may be fairly and freely sold. Bread containing more than this 

per cent of moisture is adulterated and should be eliminated from 

Enforce some such provision as this and difficulties 

along the lines of an improper content of water in bread should no 

longer vex us. 

. the market. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 163 

But who should enforce this regulation? It is apparent that that 

portion of the text of the decision quoted, not involving the moisture 

content, can not properly be construed otherwise than as strictly 

a matter of quality, and as such is properly to be enforced by food 

officials who have personnel and facilities ready at hand for such 

work. As we have mentioned heretofore, in our opinion the quantity 

of moisture in bread is likewise a question of quality, and this factor 

should be determined along with the others. 

The question of the weight of the loaf sold falls in a different 

however, and this is the concern of the weights and measquality, bread will be bought on the basis of the standard loaf or 

in such other way as the particular weights and measures law in 

effect directs. Those persons who like moist bread will consider 

bread containing, perhaps, about 38 per cent of water superior from 

the standpoint of quality and will purchase such bread on that account. Persons who like drier bread will consider the varieties containing a lesser per cent of water superior in quality and will accordingly purchase such varieties. The weights and measures official 

will check the weights of the loaves produced and see to it that they 

comply with the standard weights within reasonable tolerances 

adopted. If and when he is inclined to believe that excessive amounts 

of water are being incorporated in the loaves, or that other regulations in regard to quality are not being complied with, he will enlist 

the cooperation of the food officials to whom is entrusted the enforcement of laws in relation to the quality of foods. Then analyses will 

be made, and if these indicate that the bread is not properly compounded in any respect action will be taken as the circumstances 

warrant. In this manner it is our belief that efficiency will be promoted, economy.will be effected, and the whole matter will adequately be regulated. 

ures cat o icial. With the food officials doing their part in relation to 

REPORT OF THE COMMITTEE ON SPECIFICATIONS AND TOLERANCES ON TOLERANCES FOR BREAD, PRESENTED BY F. S. 

HOLBROOK, CHAIRMAN 

Your committee on specifications and tolerances several years ago 

brought in a report on tolerances for bread which, in its opinion, 

was a very reasonable one. The conference laid this report on the 

table on the general ground that the tolerances were too large. This 

action was taken before the United States Supreme Court decision 

in the case of the Nebraska bread law, which was discussed at length 

last year. 

The Supreme Court was not in accord with the opinion of the 

conference in so far as tolerances in excess were concerned. The 

court held, as we understand the decision, that the only theory 

under which tolerances in excess could be sustained was the prevention of the manufacture and sale of a standard loaf of one size 

which was so much overweight that it simulated the next larger size 

standard loaf. This has made it necessary to provide for maximum 

weights of loaves very much larger than were contemplated formerly. Now that has caused the committee practically to discard 

all its former work, and there is now presented a completely new 

66136"-26-12 
164 BUREAU OF STANDARDS 

report which we believe to be wholly compatible with the Supreme 

Court decision. Copies of these recommendations are now in your 

hands. They are as follows: 

PROPOSED TOLERANCES FOR LOAVES OF BREAD 

The average weight of loaves of bread of one of the nominal weights shown 

in the table given below shall not be greater or less, respectively, than the 

corresponding maximum and minimum weights specified in the table during 

the following periods of time: (1)At any time up to and including the time of 

delivery to the retailer in respect to such bread as is sold or to be sold by a 

baker to such retailer for resale; (2) at any time up to six hours after the 

time of removal of the bread from the oven in respect to such bread as is to 

be sold at retail by the baker thereof. The average weights of the loaves are to be determined from the weighing of at least 5 loaves of the same nominal 

weight and of the same manufacturer or of all such loaves when the supply 

available at the time and place of the weighing exceeds 5 such loaves and is 

not more than 10 such loaves. If more than 10 such loaves are available at 

least 10 shall be weighed in determining the average. Whenever the number 

of such loaves available exceeds the number of loaves so to be weighed, the 

loaves weighed shall be taken at random. 

Allowable weight 

Maximum I Minimum 

Nominal weight in pounds 

02s. 

10% 

3% 

11% 

6 

6 

Lbs. 

% 

1% 

1 

2 

3 

NoTE.-O~ loaves greater than.3 pounds in nominal weight the maximum weight allowable shall not be more than 7 ounces over the nominal weight and the minimum weight allowable shall not be less than the 

nominal weight. 

From the expiration of one of the periods mentioned above up to the time 

that the bread is declared by the seller to be "stale'' bread and sold as such, 

the average weight of the loaves of bread may be less than the nominal weight 

by the amount that the bread may ressonably be presumed. to have shrunk in 

the time elapsing between the end of this period and the time of weighing, due 

consideration being given to the character of the bread and to the conditions 

under which it has been kept during that time. 

(Signed) F. S. HOLBROOK, Chairman, 

Committee on Bpecificatwns and Tolerawes. 

1%'. F. CLUETT, 

A. W. SCHWARTZ, 

DISCUSSION OF THE ABOVE REPORT*? 

Mr. HOLBROOK. I may say that the Supreme Court decision was to 

the effect that certainly no one could mistake a 10-ounce loaf for a 

ound loaf, and certainly no one could mistake an 18% or a 19-ounce 

gaf for a l%-pound loaf. In other words, the values proposed 

above have been based on the Supreme Court decision and have been ' made just large enough to get outside of the specific situation referred to. In the case of a 1-pound loaf, for instance, the maximum 

weight recommended is 1 pound 3% ounces. Now, mind you, the 

committee is not of the opinion that these tolerances in excess, as 

they may be called, are necessary in order that the baker may bake 

"See also remarks of Dr. H. B. Barnard, p. 143. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 165 

a standard loaf, but it is of the opinion that they are absolutely 

necessary to insure the constitutionality of the laws which you may 

pass or of the regulations which you may adopt. 

You will note that this reconmiendation requires the wholesale 

baker to put in the hands of the retail baker at the time of delivery 

loaves averaging the full nominal weight or more but not heavier 

than the maximum weights allowable. After the bread is placed in 

the hands of the retailer by the wholesaler, or from a time six hours 

after the bread is removed from the oven in the case of the baker 

who sells at retail-and I may say those times have been fixed in 

order to place as nearly as possible on the same basis the baker who 

sells at retail and the wholesale baker-a tolerance in deficiency is to 

be allowed, and the size of this is governed by the amount that the 

bread may reasonably be presumed to 1mve shrunk in the time elapsing, due consideration being given to the character of the bread and 

to the conditions under which it has been kept during that time. 

It seems that if we fix any definite tolerances in deficiency we will 

have to fix such a tolerance that the bread which shrinks the most 

rapidly over the longest period of time to be considered and under 

the most unfavorable conditions will still be within the tolerance in 

deficiency specified. In other words, in 99 cases out of 100 any tolerances fixed on such a basis would be too large. Therefore, we 

attempt to lay down the principle that the bread may be allowed to 

shrink that amount which it mill naturally shrink, and that any 

shortage of more than this amount is a violation of the regulation. 

In a paper given by Doctor Rarnard he proposed that bread should 

be sold on the basis of the weight of the moisture-free ingredients in 

the loaf plus a certain standard percentage of moisture. It is the 

conclusion of a paper that I have preparedz3 on this subject that this 

is not the practical method of sale, at least at the present time. The 

committee concurs in this conclusion. 

Mr. DAvrs. Do these tolerances apply to loaves of bread other 

than standard loaves? In Vermont all bread must be wrapped, and 

the weight of the loaf must be on the label. None of the bakers in 

Vermont, so far as I know, make a standard-weight loaf. They 

make loaves weighing 1 pound 4 ounces, 1 pound 5 ounces, 1 pound 

6 ounces, for instance. If these tolerances can apply to any loaves 

of bread, then we can apply them in our State, otherwise this recommendation can not be enforced by us. 

Mr. HOLBROOK. These tolerances have been written with the 

standard-weight bread law adopted by the conference in mind and 

are supposed to be used in connection with laws of this character. 

If there is enough demand for it, the committee could work out and 

make recommendations which would, in effect, apply these tolerances to nonstandard-weight loaves. 

Mr. SWEENEY. DoI understand that after bread is baked six 

hours a tolerance is permitted? 

Mr. HOLBROOK. A tolerance in deficiency; yes. 

Mr. SWEENEY. Wewill say, for illustration, that a baker bakes 

bread at 3 o’clock in the morning. An inspector starts work usually 

abdut 9 in the morning. About 11 o’clock, or eight hours after the 

bread has been baked, he starts in to make an investigation in a 

29 See page 154. 
166 BUREAU OF STANDARDS 

bakery and he weighs various loaves of bread. He finds them a11 

2 or 3 ounces short. Who is going to determine what a reasonable 

tolerance is going to be on that bread? It will open ap, in my 

opinion, an avenue for free discussion in the courts, as there is 

nothing definite. I think myself that if you are going to give tolerances something specific in the way of tolerances should be stated. 

Mr. HOLBROOK. Suppose an official determines the average weight 

at 12 o’clock noon of loaves of bread of some well-known brand, 

made and packed in a well-known way, being sold by a retailer, 

and finds the average weight to be 15% ounces. He ascertains from 

the retailer at what time the bread was delivered to him, perhaps 

b o’clock in the morning, for instance. Then we have the shrinkage 

period fixed at four hours. The question then arises, “Is it reasonable to suppose that this bread, wrapped or unwrapped, as the 

case may be, and kept under certain conditions in this store, would 

shrink one-half ounce in four hours?” He thinks the shortage 

found is more than the bread can be reasonably thought to have 

shrunk in the time elapsed, but desires to check this impression. He 

may go to the same store the next morning and get a loaf of bread 

delivered fresh from the baker and weigh it at 8 o’clock and then 

weigh it again at 12 o’clock noon. Suppose he finds it to have 

shrunk only $6 of an ounce. He may then institute a prosecution 

upon his original record of an average shortage of y2 ounce. He 

may introduce evidence that a loaf of the same bread, baked in the 

same way and kept under the same conditions, shrunk l/s ounce 

during the period in question. It seems to me this would be reasonably conclusive evidence to the effect that the average weight of 

the bread was in violation of the tolerances proposed. 

That is one way of doing it. You might also proceed on general 

data. I have here a shrinkage chart on bread,24 prepared by the 

Bureau of Standards. These data were taken in cooperation with 

the authorities of the District of Columbia, and the chart illustrates 

what happens to bread when it shrinks. 

We will print this chart in the report in connection with this 

discussion, together with a short description of the manner in which 

the data were obtained and plotted. If you introduce a chart like 

that in your case, I think you will have no difficulty at all in indicating to the court how much bread may reasonably be presumed to 

have shrunk over various periods of time. 

[The description referred to just above is given herewith: 

Bureau representatives visited a baking plant and weighed 50 

loaves each of two kinds of bread and 25 loaves of one other kind 

immediately after the bread was removed from the oven while it 

was still very hot. These loaves were then put upon the cooling racks, 

marked in such a manner that each loaf could be identified, and 

were allowed to cool in the ordinary way. Twenty-five loaves each 

of the first two varieties were wrapped at the usual time in the 

usual way. At periods varying from two to four hours after removal 

from the oven all the bread was weighed again, allowance being made 

for the weight of the wrappers in the case of the wrapped bread. 

All the bread was then placed in the ordinary wholesale delivery 

containers of the bakery and removed to a laboratory of the Bureau 

%See fig. 13, p. 168. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 167 

of Standards and there it was reweighed every few hours throughout a period of about 90 hours after removal from the oven, at which 

time most of the bread was becoming moldy. 

The chart may briefly be explained as follows: Distanccs along 

the horizontal line at the bottom of the chart represent the number 

of hours elapsing after bread was removed from the oven. Distances 

along the vertical line represent loss in weight of loaves based upon 

weight determined at the time of withdrawal from oven, given in 

ounces per pound and in per cent. The five lines of various characters sloping upward to the right show graphically how the average 

weight of 25 loaves of each of five different kinds of bread decreased 

over periods up to 100 hours after leaving the oven. The five kinds 

of bread are the ordinary 1-pound loaf, unwrapped (solid line) 

and wrapped (dot-and-dash line) ; the 1-pound lunch loaf, unwrapped, a long, square loaf baked in covered pans (dotted line) ; 

and the ordinary 1?L2-pound loaf, unwrapped (long-dash line) and 

wrapped (medium-dash line). 

It will be seen that bread shrinks very rapidly while cooling in 

the first hour or two after removal from the oven, as is evidenced 

by the steepness of the slope of the various lines in this region; 

after that period the shrinkage is much more gradual, and consequently the various lines are very much more nearly horizontal. 

The wrapped bread shrinks at slightly less than half the rate of the 

unwrapped loaves. 

To find the amount of shrinkage which has taken place in any kind 

of bread represented, a certain number of hours after its removal 

from the oven, run out along the horizontal line at the bottom of 

the chart until the desired number of hours is reached; then the 

shrinkage is represented by the vertical distance at this point between 

this horizontal line at the bottom of the chart and the sloping line 

representing the kind of bread in question. 

For instance, it will be seen that in four hours after removal 

from the oven the various kinds of bread plotted on this chart have 

all shrunk, four kinds being lighter by somewhat more than threeeighths ounce per pound; the fifth variety, the bread baked in 

covered pans and which tends to retain a much larger percentage 

of moisture during baking, is about eleven-sixteenths ounce per 

pound lighter than upon removal from the oren. Suppose it is 

desired to determine the total shrinkage from the time of removal 

from the oven up to a time 72 hours after removal from the oven. 

In the case of the two kinds of wrapped bread it will be seen that 

these are about five-eighths ounce per pound, light at the end of 72 

hours. In other words, they have lost in weight only about onefourth ounce per pound additional during a period of 70 hours, 

from 2 hours after baking until 72 hours after baking. In the case 

of the two ordinary unwrapped breads these are about 1& ounces 

lighter per pound 72 hours after baking. In these cases the shrinkage in the last 69 hours is about five-eighths ounce per pound. In the 

case of the special bread baked in covered pans these loaves average 

about 1% ounces light 72 hours after baking. It will be seen that 

after the more rapid shrinkage in the first four hours this kind of 

bread shrinks no more rapidly than other unwrapped bread, the 

EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 169 

shrinkage in a 68-hour period having been about the same, namely, 

five-eighths ounce per pound. 

If it is desired to determine the shrinkage for a particular variety of bread during a period beginning some time after removal 

of the bread from the oven, proceed as follows: Find from the chart, 

in the manner just described, the shrinkage which has taken place 

during the interval up to the beginning of the period in question; 

similarly, find the shrinkage for the interval up to the end of the 

period in question; the difference between these results will be the 

shrinkage for the period in question. Mechanically, this method 

reduces itself to locating, on the sloping line representing the variety of bread in question, the two points vertically above the two 

points on the horizontal line at the bottom of the chart which correspond to the number of hours after baking of the beginning and 

end, respectively, of the period in question, and reading directly, in 

terms of shrinkage, the vertical distance between them.] 

Mr. SHERMAN. Mr. Chairman, in New York State so-called fancy 

bread does not have to have the label on it at all. We find that 

they get away from the label on the bread by calling it a fancy 

bread or sandwich bread, which does not require the label. So you 

can see the avenues by which fraud can be perpetrated under the socalled fancy (or sandwich) bread exemption. We have not been 

able in New York State to get the standard bread law passed, but 

I hope the time will come when not only New York State but every 

State in the Union will have the standard loaf of bread. 

Mr. HOLBROOK. Thatis a matter of law, Mr. Sherman, but the 

model law adopted by this conference does not exempt fancy bread 

from its provisions. 

Mr. KELLY. Mr. Chairman, in reply to the remarks of the gentleman from Vermont that the committee make some changes to 

make the suggested tolerances conform to his lam, it strikes me 

that at this conference extreme care should be taken that we do not 

provide any regulations in any way, shape, or manner that would 

deter us from pushing this model standard-weight bread law. We 

had prepared and passed in the Legislature of Connecticut a few 

years ago a fairly good law, yet action could not be taken because 

various city attorneys and States attorneys gave opinions which 

pulled all the teeth out of it. It rendered the local officials powerless. Let us stand behind this model law, and not pay any attention 

to any particular law that is in force anywhere. If we are going 

to accept these tolerances, I hope they will be adopted with reference to the model law. Let us prove that we believe in the standard-loaf law, and stand by it in all provisions. 

Mr. EGAN. I had in mind that a chart of that klnd as an exhibit 

in court where the short-weight bread is being considered would be 

of very great assistance to the weights and measures officials because it would have force and weight as coming from the Bureau of 

Standards and the tolerance committee. 

Mr. ESTES. Imove the adoption of the report. 

(The motion was seconded, the question was taken, and the motion was agreed to.) 
170 BUREAU OF STANDARDS 

ANNOUNCEMENT CONCERNING MISCELLANEOUS PUBLICATION 

NO. 64 

Mr. HOLBROOK. As you will remember, our late very greatly beloved secretary, Louis A. Fischer, prepared a history of the standard weights and measures of the United States which is an extremely 

able effort, and this has been available as Bureau of Standards 

Scientific Paper No. 17. The supply having been exhausted it becomes necessary to reprint it, and I am glad to say that the coming 

edition, which is now upon the press and which will be known as 

Miscellaneous Publication No. 64, mill be somewhat of a memorial 

edition to Mr. Fischer, and that in the foreword to the paper a 

synopsis of his life’s work will be printed. We think that probably 

many members of the conference will desire to have a copy of that 

edition, and they can obtain it upon request. 

. 

FLOWERS IN MEMORY OF LOUIS A. FISCHER 

Mr. HOLBROOK. MayI make a motion at this time that the conference, following its usual custom, place flowers upon the grave of 

Louis A. Fischer, in Arlington Cemetery on Memorial Day and 

authorize a proper expenditure for that purpose. 

(The motion was seconded, the question was taken, and the motion was agreed to.) 

THE PERSONAL ELEMENT IN OUR WORK 

By S. T. GRIFFITH, Chief Inspector of Weights and Meusures, City of Balti- . inore, Md. 

Mr. Chairman, delegates, ladies, and gentlemen, my presence on 

the program of this national conference is purely by accident and 

not by choice. When Mr. Holbrook, your secretary, wrote me a 

few weeks ago requesting that I prepare and read a paper before 

this body covering the inspection of heavy-capacity scales with modern equipment, I was compelled to write him that I regretted it 

would be impossible for me to do so for the reason that at the present time the city of Baltimore does not have a modern equipment, 

and consequently I could not speak on a topic with which I had had 

but little experience. Thinking to throw him off, however, I casually mentioned that if the subject was one of a general nature, such 

as “The personal element in our work”-on which anyone could 

talk-I might respond. Mind you, I did not say that I mould; 

merely that I might. Nevertheless, I received a communication from 

Mr. Holbrook stating that this was my topic, so you can blame him 

for the imposition. 

important 

portant-I am sure that most of you will agree ’with me that the 

attitude we assume toward our duty measures its success. 

Briefly, the functions of an inspector of weights and measures 

consist principally of the use of proper activity in his work and the 

proper employment of his faculties and powers. The faculties are 

personal, but the powers of the inspector are legal and depend 

largely upon the phraseology of the laws giving him authority. 

Thinking over what I might say to you on this ver 

phase of the work of weights and measures officials- P or it is im- 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 171 

The best laws, however, are worthless unless proper activity and 

judgment are exercised by the officials lawfully charged with their 

enforcement. Upon the inspectors of weights and measures it is 

particularly incumbent that these lams be carefully studied and 

wisely acted upon, because on the good sense of our actions depends 

directly the future reputation of honest weights and measures, as 

we are yet only pioneers in this great work which is still at this 

time largely in its infancy. 

If we undertake fads and fancies or expend time and money 

lavishly to correct mere technical errors, or if, unnecessarily, we are 

deaf to the urgent need for our efforts along a line not previously 

undertaken, we have carelessly committed a serious offense against 

our work, which eventually must suffer therefrom. We must bend 

every effort to the correct use of our authority over all weighing 

and measuring devices iised in the purchase and sale of all commodities. We must also temper 

our justice with mercy, because I believe the most efficient inspector 

is not always the one showing the greatest number of prosecutions, 

but the one who assists-in preventing the greatest number of infractions of the law. 

One of the greatest factors in the success of our work, which is 

of a public nature, is in the creation and maintaining of the confidence of the people. While it is true that from Biblical injunction 

we learn than man may not serve two masters, yet weights and 

measures officials are serving three--the buying public, the selling 

public, and the municipal governmentand in most cases they are 

doing it successfully. There is probably no feature of our daily 

life that reaches so far in its influence upon our living as does 

accurate weighing and measuring. 

So, my friends, I would leave this thought with you, that you 

might take it back home and use it for what it is worth: Remember 

that the attitude of an inspector or official of weights and measures 

can either make or break his department, and his success will be 

largely measured by the personal element that he puts in his work. 

I thank you. 

This, I take it, is our main duty. 

THE POST OFFICE DEPARTMENT PROGRAM FOR CHECKING AND 

MAINTAINING ACCURACY OF SCALES IN SERVICE 

By A. R. CHEYNEY, Mechanical Engineer, Post Ofice Department 

It has been suggested from time to time that it might be a practicable proposition to have United States Post Office scales periodically tested by the State sealers of weights and measures, if such 

service could be arranged for without expense to the department 

and if the State sealers were willing. Under date of May 21, 1924, 

Postmaster General Harry S. New in a letter to Doctor Burgess, 

Director of the Bureau of Standards and president of the Seventeenth Annual Conference on Weights and Measures then assembled in Washington, submitted the suggestion of cooperative action, 

adding that if the idea seemed feasible there might be worked out 

some policy covering details of administration. In answer to the 

above suggestion the following resolution was adopted by the con- 
172 BUREAU OF STAKDABDS 

ference. The expression of willingness to cooperate was received 

with appreciation by the Post Office Department. 

Whereas this Serenteenth Anriual Conference on Weights and Measures 

of the United States has rrceired a request from Hon. Harry S. New, Postmaster General of the United States, that it give consideration to and ex- press its attitude upon the advisability of its members, in their capacity as weights and mrasures officials, undertaking the testing of post-office scales 

throughout the United States : Therefore be it 

Resolved, That this conference goes on record as being heartily in favor 

of this proposal, and desires hereby to tender to the United States Post Office 

Department its full cooperation in any plans which may be matured in order 

to accomplish the desired end. 

In the meanvhile 100 sets of standard test weights which had 

been previously ordered for scale testing were received from manufacturer, and checked by the Bureau of Standards; and, with the 

addition of 40 original sets, offered immediate opportunity for 

inaugurating a prearranged program of testing of scales within 

the department. The plan of this proposed test is outlined herewith. If successful, outside testing on a large scale may be unnecessary for a while at least. If the present scheme should prove 

impracticable, additional steps will have to be taken. The test is 

practically under way at the present time. 

Outside of letter mail, by far the larger portion of which passes 

without weighing, practically all of the revenues of the Post Office 

Department are determined through the use of scales. Owing to 

the nature of post-office service these scales are not ordinarily 

used continuously, as is a machine in a factory, but, being placed at 

receiving windows and at other convenient places, are used more or 

less intermittently as mail matter is presented. Owing to the large 

number of scales in use in the department and the relatively lowload factor brought about by this condition of use, and also due to 

the fact that a large number of weighing operations are performed 

each with a small financial return, the type of scale adopted has 

assumed certain characteristics of the service. The scales must primarily be precise and must maintain reasonable accuracy over long 

periods of time without attention. They must also be of reaspnable 

cost. The scales described below are those most frequently used in 

the department and each has found its place through meeting and 

fulfilling special service requhements, frequently those brought 

about through legislative enactment, gradually increasing weight 

limits. 

(a) Nine-ounce letter scale, beam typc.-Until recently this scale permitted weighing to 1/2-onnce divisions. The latest type of beam is divided into ounces only. The allowable error in new scales as purchased is one sixtyfourth ounce, plus or minus, throughout the range. This scale is sensitive, is 

very reliable, and has the additional merit that it is low in cost. There are approximately 87,500 of this type of scale now in use, every post office from 

the smallest to the largest having one or more. As the scale is used primarily 

for letter mail, the poise is usually kept in the 1-ounce position, thus affording a very rapid answer to whether a letter is within the 2-cent limit. 

(b) Four-pound bem scale.-Until recently this scale also had the beam 

divided into Ih-ounce subdivisions. The present minimum subdivision is 1 ounce. This scale also is sensitive, accurate, rugged, and cheap. Manufacturers’ tolerance, plus or minus, must not exceed one thirty-second ounce at 

1-ounce load and one-sixteenth ounce at full load. Postmasters frequently use this scale for letter mail. Its use for this purpose is discouraged, although 

the department has not yet decided to omit the first, second, and third ounce 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 173 

graduations, which would effectively insure tlie use of the S and 9-ounce scale 

for this purpose. There are approximately 23,000 of these scales in service. 

(c) TweNty-pound beam scaZc.-This is of the double beam equal arm type. It is being withdrawn from service as worn out. One beam weighs to 15 

pouiids in 5-poun'd increments and the other beam to 5 pounds by 1-ounce 

increments. There still remain in service about 7,000 of these scales. 

(d) \Tzcenty-pm?zd autoniatic scales.-Eleven pounds by single ounces on chart; tare beam, one pokition only, 10 pounds. Thcse scales are also being 

withdrawn from service as fast as morn out. There are approximately 800 

scales of this type in service. 

(e) Fifty-poulzd aihtoiunt ic sca7e.-This scale weighs 50 pounds by 4-ounce 

divisions. As worn out, it also is being replaced by larger scales of the mme type or is rebuilt. 

(f) Seventi/-muad aicto?rzatic scale.-This scale has come to be the standard 

parcel-post heaTTy-duty counter scale, particularly in Iarge offices. It weighs 

up to 70 pounds by 4-ounce divisions. There are now outstanding about 4,500 

of the 50 and $0 pound automatic scales. 

(8) Om hulZdrCfl-pozinr2 bcnnf scwles.TThese scales are used in parcel-post 

service in practically every post office in the country, large and small. The 

scale has a singlc beam with two poiiei :mtl two sets of subdivisions on beam, one reading by ouiiccs to 1 pound, the othcr by pounds to 20 pounds. In addition, the scale is provided with a rounterpoise hanger representing 20 pounds, 

together with three disk counterpoiie n eiqhts each representing 20 pounds. 

The total capacity of thiq scale is 100 pounds. with the possibility of reading 

101 pounds through the use of the fractional poise. This scale has the nierit of 

combined accuracy and cheapness. There arc about 75.000 of these scales in 

service. 

(h) The use of automatic scales in smaller sizes, such as the 2, the 4, and 

the 8 pound, has frequently heen recommended, mainly on the ground of 

time saving. Greater accnrscy has occasionally been claimed. Experiments 

have been made along these lines. The scale is necessarily expensive and up 

to the present time has not been adopted. 

At the present time we have a total of 51,113 post offices, comprising 15,114 presidential ofhes, or those of the first, second, and 

third classes, and 35,999 fourth-claw post offices. These offices have 

in regular service approximately 200,000 scales. The number and 

type of scale in each post office varies with the size of the office. In 

contrast to the fourth-class offices, each of which carries a 9-ounce 

scale and most of which also have a 100-pound scale, the New York 

City post office uses approximately 2,200 scales of all types. 

The following table will illustrate the number of scales of each 

type installed in various post offices. All figures are approximate 

only. This in itself will give an approximate idea of the problem 

involved in maintaining accuracy and in carrying out a uniform 

periodic check test, eqtmlly applicable to every office throughout the 

country. 

~~ ~ 

Scales in use 

Post office, by class I Number 1 Orossrevenue 1 I ~ I ;5 1 

9-ounce 4-pound 20-pound pound pound 

matic beam 

I First .._.___________.. 945 $7,000,000-$40,003..I 20,030 1,800 1,500 1,500 26,000 Second.-. ~ ...__._.... 1 3, 100 1 $40,000-$R,000 ...... I 9,300 1 3, 103 1 2,500 1 3, OM) 1 5,500 Third _______________. 11,OFQ $8,000-$1,500~~.~... 22,150 11,070 1.650 ........-. 16,000 Fourth _____._________ 35,999 Lessthan$1,50 0... 36,000 9,000 1,500 ~ ....-.... 27.000 ______ I-/-- 

Total ___________ ~51,1131 _........_._________ 1 8i,4501 24,9701 7,1501 4,5001 7k500 
174 BUREAU OF STANDARDS 

Postal revenue is made directly dependent upon weight divisions. 

In addition, revenue from fourth class mail matter is also made 

directly proportional to the distance traveled. Thus, a letter weighing 1 ounce or under comes in one weight and postage classification ; 

one weighing over 1 ounce and not over 2 ounces comes in a separate 

classification. The same applies to parcel post with the addition 

that a parcel-for instance, one weighing exactly 10 pounds-delivered in the local zone for a postage of 12 cents will cost $1.22 for 

postage when delivered to the eighth zone, which includes any destination over 1,800 miles from point of origin. Second and third class 

matter is also charged for by weight divisions. Thus, in all postofice weighing the scale has to weigh to the line, and a slight error 

in any scale will result in charging of postage, perhaps, materially in 

excess or deficiency on all parcels which weigh exactly on either limit 

of a prescribed weight division. This possible error in revenue is 

perhaps specially noticeable in parcel-post service. For instance, a 

very slight scale error on a package weighing 10 pounds exactly and 

shipped within the local zone may throw it into the 11-pound class. 

If the same parcel is shipped to the eight zone, the postage collected 

may vary from $1.22 to $1.34, these figures representing the respective postal charges for a 10 and an 11 pound parcel. The correct 

charge is $1.22, the possible error in this case being 10 per cent. 

In 1924 cost-ascertainment data it is reported that there were 

transported by United States mail during the year approximately 

1,000,000,000 parcels. Each parcel had first to be weighed, mentally 

assigned to a zone, and then to have proper postage affixed. The 

greater part of these parcels were cared for in the various post offices 

of the country. To facilitate rapid movement, the larger mail-order 

houses of the country are permitted to provide themselves with postage scales and affix precanceled stamps under postal supervision, delivering parcels to post offices for direct shipment. A large number 

of parcels is handled in this manner. The magnitude of the weighing problem covering not only the above fourth-class mail, but also 

first, second, and third classes, is impressive. 

During the years 1913 to 1922 there was carried out a scale test 

within the department along the lines quite similar to those laid 

down for the test now being inaugurated. The test covered all 

scales in the following States : Arizona, California, Idaho, Indiana, 

Michigan, Montana, New Mexico, New York, North Dakota, Ohio, 

Oregon, Pennsylvania, Rhode Island, Virginia, and Utah. In this 

test the central accounting postmasters were made responsible for 

the conduct of the test, kept a record of the movement of all test 

weights, and submitted all reports to the department. When scales 

were found defective they were forwarded to the central accounting 

office by local postmasters, where they were retained pending receipt 

of instructions from the department covering shipping instructions 

governing repair. The greatest difficulty in this test appeared to be 

that of keeping the standard test weights moving promptly. Further, no official tolerances were used, the decision as to whether or 

not a scale was defective being left to the judgment of the postmasters. Test results were never tabulated, and no accurate figures 

are available as to the findings in any particular post office, the num- 
EIGHTEEKTII CONFERENCE ON WEIGHTS AND MEASURES 175 

ber of scales tested, or the number found defective; also there was 

kept no record of the conditions of scales as found and as left. 

All of the above omissions, it is hoped, will be filled by the present 

test. In starting this new test we have available 140 sets of standard test weights suitably boxed for continuous shipment. One group 

of weights is first being sent throughout the 50 largest cities of the 

country, which have been divided into groups, each group arranged 

in proper sequence to facilitate rapid movement. The other group 

of weights will be sent first to a selected group of States, a chosen 

number of test weights per State. In the State itineraries one set 

of test weights is sent to a county-seat postmaster, who is instructed 

to test his own scales and then route the box of weights throughout 

the post offices in his county, arranging for the weights to be returned 

to himself. He then routes the weights to the second county-seat 

postmaster on the department itinerary, pasted in the top of the 

inner box, right-hand side. When the weights have completed the 

prescribed department itinerary, they are automatically returned to 

the supply division, Washington, for reissue, a special treatment 

differing from the above in the last particular being accorded the 

testing equipment in the far distant States. 

In this test it is the purpose to concentrate the equipment as it is 

being used and to endeavor to reduce correspondingly the time during which the equipment stays in any city or State. By this concentration information will promptly be made available as to adequacy of equipment or method, and perhaps any points of weakness 

may be eliminated in the early part OP the test while it is strictly 

localized. The itineraries by both cities and States are intended to 

be flexible. 

As in the original test, present scale testing is intended to be 

carried out by the postmasters themselves or by their subordinates. 

All boxes of test weights will be shipped by registered mail. A preliminary letter and later complete instructions for testing and a full 

set of blank report forms will be forwarded. For convenience detailed instruction governing the testing of each type of scale will be 

printed on the reverse side of the report forms. On the reports will 

be entered the exact weights used in effecting balance or bringing 

pointer to line, all calculations of deviation from accuracy being 

made at test headquarters in the department. The printing of both 

instructions and report forms has now progressed to the point of the 

preliminary proof sheets. 

The tolerances which it is proposed to use, for the present at least, 

will not be furnished with the instructions but will be retained at 

headquarters. They have been prepared with the assistance of the 

Bureau of Standards and are considered as reasonable limits to accuracy for the equipment to be tested. As the test becomes a periodic procedure possibly the tolerances may be drawn more tightly. 

In the initial stage of the present test and possibly until the country has been covered it is intended to omit from the test the scales in 

fourth-class post offices. After the test has run a sufficient length of 

time to permit it to be considered in perspective the determination of 

the repeat cycle will be made. This time also the fourth-class offices 

will probably be included. 
176 BUREAU OF STANDARDS 

DISCUSSION OF ABOVE PAPER 

Mr. &LY. Mr. Chairman, I had occasion a very short while 

ago to go into one of the substations in the city of Bridgeport on 

a sort of complaint to investigate a scale. It was in a terrible condition. I was confronted with the proposition that every sealer 

is confronted with, as I understand it, that the average weights and 

measures official has very little authority over the scales used in the 

post offices. 

I called up the post-office authorities, and found that the matter 

would have to be reported through various channels before they 

could get any action, as it would involve the expenditure of a certain amount of money. I think 

that the public is entitled to the same consideration as Uncle Sam 

demands from the ordinary merchant. 

Mr. CHEYNEY. We realize that it is not as simple as it appears. 

Every postmaster is instructed to keep his scales at zero, and if any 

scale is found in bad condition to notify Washington, and a new 

scale will be shipped to him. All he need do is to ask for a new 

scale and he gets it. 

Mr. BULSON. I was called to inspect the scales in a post office 

in a town of 300 population. I told the postmaster that his scale 

was inaccurate, and put a condemned tag on it, and inside of 10 

days they had a new scale there. 

Mr. DALZIEL. Iwould like to say for the benefit of the gentleman 

from the Post Office Department that, if in Oregon we receive instructions from the Post Office Department asking us to cooperate 

with them, we will be pleased to make the test of their scales free 

of charge, and give them the same Consideration as the rest. 

Mr. THEILiwANN. Mr. Chairman, 1 would also like to state that 

Arizona was one of the first States that has favored State inspection, and has taken the liberty of volunteering to inspect any postoffice scales free of charge. Mr. ~LY. Mr. Chairman, I move you that it be the intent and 

sense of this meeting that a protest be sent to the Post Office Department concerning this condition, and that the secretary be instructed to write them, as representing the sense of this convention 

that those things be taken care of. 

Mr. HOLBROOK. It seems that Mr. Cheyney’s paper has shown that 

the Post Office Department is starting to clean house along these 

lines, to get their scales tested, to replace scales that are not satisfactory. It seems that it might not be advisable to protest when 

you know that steps are already being taken to correct conditions 

which at the present time may be unsatisfactory. 

The ACTING CHAIRMAN. I believe the motion is lost in the absence 

of a second. 

We are helpless in the matter. 

I am glad to see the interest in postal scales. 

That is the way we solved it. 

TEST CAR ACCURACY 

By C. L. RICHARD, Bureau of Standards 

In offering you these remarks I shall be very brief. I appreciate 

that discussion of a subject connected with the work of testing railroad track scales is not of practical interest to the majority of you, 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 177 

for it is in only a few communities that railroad track scales come 

under the jurisdiction of the local sealer of weights and measures. 

It is offered you as an outline of conditions that exist in a field of 

work similar to your own and as one phase of the bureau’s activity in 

its program of improving freight-weighing conditions. 

The principal involved in testing railroad track scales is substantially the same as is followed in testing other weighing machinery; that it, applying to the load-supporting member of the 

scale test loads of known values and observing the discrepancies between the values of the loads and the values indicated by the scaIe. 

Practical accomplishment of this requires that the test load be of 

such character that it can be imposed upon the scale without undue 

disturbance to the members of the scale. Because of the multiplesection construction of track scales it is desirable to concentrate the 

loading over the individual sections separately. To determine the 

degree of accuracy with which the scale functions under actual 

service conditions, it is necessary that the test load be of great 

weight and approximate the loading imposed by loaded freight-car 

trucks. Hence, a suitable test unit must be compact, heavy, and 

mobile. 

Early practice in testing track scales was to use ordinary 50-pound 

test weights in numbers of two or three hundred. The weights 

were transported from one scale to another in a freight car and had 

to be unloaded at each scale and reloaded following each test. Sectional tests were made by piling the weights over each section in 

turn. To duplicate service conditions, a loaded freight car was 

placed on the scale as a strain load and the test repeated under those 

conditions. It can be appreciated that in those days the business 

of testing a track scale consumed a great deal of time and involved 

the expenditure of considerable muscular effort. Doubtless it was 

attended with much profanity and the loss of some cutaneous tissue 

from the fingers of inspectors. Aside from the practical difficulty 

of having to move large numbers of test weights by hand repeatedly, there were inherent faults in the system employed. Disturbances to the scale parts caused by shifting the weights about introduced troublesome balance shifts. Moreover, it early became evident that subjecting the scale to a strain load and then applying a 

test load of small weight did not give a true indication of the scale’s 

performance in weighing loaded freight cars. 

Accordingly, in the minds of men charged with the testing and 

supervision of railroad track scales, ideas for better systems of test 

and better testing equipment were conceived. In seeking to overcome the faults of practice and equipment just stated, the idea was 

developed of incorporating the test weight with the strain load in 

one unit mounted on trucks to facilitate transit and movement over 

the scale for sectional tests. As a 

time and labor-saving appliance, a test car was a decided improvement. However, calibration of this new form of working standard 

and maintenance of it within close limits of accuracy was not as 

simple of attainment. It had been the practice under the old procedure to bring in the 50-pound standards at intervals and verify 

them. Since they were transported in a freight car, the effects of 

exposure and wear were not great. Indeed, it was possible to mainThus, test cars were evolved. 
178 BUREAU OF STANDARDS 

tain the 50-pound standards within 50 grains or 0.014 per cent of 

their true value. 

The solution of test-car calibration problems lay in the installation 

of master scales throughout the country. This has been partly 

accomplished. However, the practice of accurately maintaining 

test cars, although the method is simple enough, is not being followed 

by the majority of test-car owners, as I shall show presently. It 

should be apparent, of course, that maintaining at constant weight 

a working standard weighing, say, 80,000 pounds, which is continually exposed to the elements and subject to wear and to severe 

abuse in transit, presents some difficulties not encountered in the 

case of smaller standards. 

Extreme care and vigilance in safeguarding the accuracy of testing 

equipment is of paramount importance. The test car constitutes 

the working standard of the railroad, and the value of all tests 

made rests upon the accuracy of the standard used. The harm 

which can be worked by use of an inaccurate test car is far-reaching. It extends further than the matter of inaccurate test results, for it 

is common practice on railroads to adjust the scales to agreement 

with the standard regardless of the time elapsed since verification 

of the standard. Most railroad scale inspectors are possessed of an 

abiding faith in the virtuous constancy and inviolable accuracy of 

their standard. This holds despite periodic disillusionment in the 

form of calibration. In consequence of this idiosyncrasy, when the 

test car is placed on a scale and the weight indicated by the scale 

does not correspond with the presumed weight of the car, the assumption is always that the scale is wrong and the car correct, and the 

inspector straightway proceeds to adjust the scale to agreement with 

the test car’s nominal weight. Now contrary to general opinion, 

track-scale weights are not used as a basis for levying freight 

charges alone. Such valuable commodities as coal and sometimes 

even.grain are sold and purchased in carload lots on the track-scale 

weight, and here especially the evil influence of inaccurately adjusted scales is likely to reach serious proportions. 

In connection with its field program of testing commercial and 

master scales, the bureau is frequently called upon to verify the 

weights of test cars belonging to smaller railroads and industrial 

plants which do not have access to master scales. Study of the data 

obtained at the time of the calibrations indicates that on the smaller 

roads and among industries test cars are not maintained within 

proper limits of error. During the past two years 53 such cars 

were calibrated. Of these 27 were found to be improperly designed 

or constructed so that maintenance was virtually impossible. These 

conditions were reflected in their deviations from standard weight. 

Variations ranged from 20 to 400 pounds. The average error per 

car was 112 pounds. The average error per thousand pounds of 

weight was 1.34 pounds, or 0.13 per cent. 

The other 26 cars were of an approved type of design and construction and were found to have reasonably small variations from 

standard. Of the 26 properly constructed test cars the errors ranged 

from zero to 55 pounds. The average error per car was only 28 

pounds. The variation or error per thousand pounds was only 

one-half pound per thousand pounds, or 0.05 per cent. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 179 

Conclusions which may be drawn from the above data are that 

the first. requisite for accuracy and permanency of test-car weights 

is correct design and construction. Aboiit 10 years ago one of our 

most prominent and progressive .railroads undertook to develop a 

form of test car which would eliminate, in so far as possible, all 

sources of error and alteration in weight. To avoid loss of ballast 

material the main portion of the test cars was to consist of two large castings bolted and fitted together. All-metal construction was to 

be followed to prevent the absorption of moisture. The trucks were 

to be built simply and strong, to permit inspection and to eliminate 

change of weight incident to loss or breakage of parts. Roller 

bearings were substituted for the usual freight-car bearing for two 

important reasons: One was to allow movement of the heavy load 

over the scale without use of a switch engine and without involving the disturbance caused by switching; the other reason was that the 

roller bearings required lubrication at infrequent intervals, and 

thus the weight change resulting from the regular sponging and 

packing of journal boxes was avoided. In building the cars castings were finished smooth and well painted. No unnecessary ledges 

which might catch and hold dirt were allowed. The low center of 

gravity made transportation of a heavy short-wheel-base car on 

fast freight trains safe. All unnecessary parts, such as air brakes, 

were eliminated to prevent possibility of error from replaced parts 

or loss. 

The Bureau of Standards purchased two test cars of this type in 

1917, and they have been in continuous use since then. The experience of the bureau proves conclusively that with the correct form 

of test car a degree of accuracy can be maintained which is comparable to that required of small standards. These cars have been 

calibrated on master scales approximately every three months, and 

the average variation per car in that time has been the phenomenally 

small amount of 7 pounds per car, which is 0.06 pound per thousand 

pounds, or only 0.006 per cent. Corroborative data obtained from 

the two large railroads using this type of car bears out the bureau's 

experience. Errors in their test cars checked over the same period 

of time indicate a performance similar to that of the bureau cars. 

As I have already stated, the principal sources of error in test 

cars are those resulting from poor design and building. Fabricated steel cars, which eventually develop openings and permit the 

absorption of water or leakage of ballast material are commonly 

found. Replacement of broken or defective parts without the knomledge of the scale inspector is a common source of trouble. It is a 

matter of common knowledge that test cars have been placed on 

the repair track, a pair of defective wheels removed and a new set 

of wheels installed which weighed 300 pounds more than the original pair, and the car continued in use without the inspector's knowing of the change. Use of improper ballast material is another 

cause of variation in weight. Scrap iron or pig iron, if used, will 

shift about and lose material which will sift through the floor. 

All of the above troubles may be avoided by use of a test car of 

approved type. Maintenance within small limits of error will be 

possible and will require merely the practice of a few simple rules, 

as follows: 

66436 "-2&-13 
180 BUREAU OF STANDARDS 

Calibration at as frequent intervals as is commensurate with practicability and necessity combined. 

Elimination of all extra movement in trains by cutting out the 

test car from the train when switching in the yards is being done or 

the train is being made up. 

Regular inspection of the running gear and other parts to prevent 

loss of parts or breakage of parts. 

Posting of signs on the test car to prevent alterations or replacements being made by cir repairmen without the knowledge of the 

inspector. 

Identifying detachable parts by painting or otherwise marking, so 

that casual replacement of these parts may readily be detected. 

In conclusion I wish again to state that the importance of safeguarding the accuracy of the test-car weight can not be too greatly 

emphasized. The bureau exercises extreme care in bringing the 

actual standard value of mass to the roads through the medium of 

master scales or by field substitution plan. Railroad-scale inspectors 

should never lose sight of the fact that calibration only gives them 

the correct weight of the test car on that particular day. Assurance 

that the weight of the car n7ill be the same on a distant date at a 

remote point diminishes as the distance from the weighing point and 

the intervening time since calibration increase. 

It consists simply 

in procuring suitable equipment and exercising vigilance and common sense. 

The way to improvement has been pointed out. 

GENERAL CONSIDERATION OF SUBJECTS OF INTEREST BROUGHT 

UP FOR DISCUSSION BY DELEGATES 

Mr. THEILMANN. In Arizona we have the copper industry. There 

is a great deal of weighing in this and many people are interested. 

I will mention one difficulty. The copper companies resent interference with their equipment. I wish to know what other States 

have to inspect scales for smelters and mines. Our law gives me 

no specific method of attending to these. I would like to have the 

benefit of the experience of those from other States. 

Mr. CRAIG. Mr. Chairman, I think that is a question that every 

State meets. Two local sealers from Luzerne County called on me 

a month ago and offered the complaint that anthracite coal mine 

owners refused to let them on the premises to test the scales used 

by the miners and themselves. The operators claimed that the inspectors had no authority under the law to test those scales, inasmuch as the inspector was authorized to test all scales or instruments or devices used in the weighing of commodities sold or to 

be sold, and that this transaction between the operators and the 

union did not come within the language of the act. 

If you can not get a law passed by your legislature authorizing 

you to test the scales under any conditions, of course, you will have 

trouble. The trouble between your department and the smelters is just the same as with us. I instructed 

the two inspectors to go back and get their county commissioners 

to bask them up. I told them that if they have not authority under the law then it is up to the union to go to the legislature and 

get a law. 

You must get such a law. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 181 

Mr. THEILMANN. There is a clause in our law which says that 

the State inspector shall have and hold general supervision of all 

scales, etc., used, sold, etc., in the State. I took the position that 

no one can supervise anything unless he looks at it and inspects it, 

so while these people said “ If you inspect it you do it over our protest,” I reminded them of the fact that the protest was the beginning of interference and to step aside. Then after the scale was 

inspected the question came up as to whether they would pay the 

fee. I said “ That is a matter of collection ; I shall present you the 

bill and then the attorney for the State will collect it.” Up to the 

present time we have collected all excepting a few. I think there 

are a few still pending. 

Mr. BARR. In Ohio we have a number of coal and slate mines. 

Each district has a manager and he has the power to test the mine 

scales. He carries two 50-pound weights, and in my opinion two 

50-pound weights on a 5,000-pound scale is a poor test. 

I have another matter, Mr. Chairman, which I believe is of very 

great interest to every State in the Union. For the past five or six 

years I have taken it upon myself to reweigh flour in paper bags, 

and particularly bags of one-eighth-barrel capacity. I have found 

a shortage exceeding the tolerance allowed in many instances. In 

some cases the shortage has reached ly2 pounds in a 24-pound bag. 

In our State the usual mode of procedure is that the retailer may be 

held responsible for selling that bag unless he can show a contract 

guaranteeing him the weight of his bags. Then, the mode of procedure is to notify the commissioner of the shortage and he gets in 

touch with the feed man, but time elapses from the time the shortage 

is discovered until the feed man gets around. It struck me as a 

matter of importance that the conference should consider at the next 

conference, and I wish each weights and measures man would take 

upon himself the matter of reweighing bags of flour and find if 

there is not some method of eliminating the evil. Flour is a commodity used by everyone; it is not a luxury. 

The ACTING CHAIRMAN. It will be necessary now to postpone the 

program until after lunch, inasmuch as the delegates will be received 

by the President of the United States at 12.30 o’clock. 

(At this point a motion to adjourn was made and seconded, the 

question was taken, and the motion was agreed to.) 

(Thereupon, at 12 m., the conference took a recess to attend the 

reception by the President of the United States at the White House 

at 12.30 p. m. and to reconvene at 1.45 o’clock p. m.) 
SEVENTH SESSION (AFTERNOON OF THURSDAY, MAY 

28, 1925) 

The conference reassembled at 1.50 o'clock p. m. at the Raleigh 

Hotel, I. L. Miller, first vice president, in the chair. 

REPORT OF COMMITTEE OW RESOLUTIONS, PRESENTED BY 

GEORGE WARNER, CHAIRMAN 

The first resolution is as follows: 

RESOLUTIOS OF APPI~ECIATIOI\T TO THE SECRETARY OF COMMERCE 

Whereas the honorable Secretary of Commerce, Herbert Hoover, has given 

freely of his time and attention to the weights and measures cause and has by 

forceful and instructive addresses given added inspiration to the delegates, 

thereby assisting them to give their various States higher economic standards as well as higher public morals : Therefore be it 

Resolved, That this conference express its thanks and appreciation to Secretary Hoover for his helpful address at this conference. 

(The resolution mas duly adopted.) 

Mr. WARNER. The next resolution is as follows : 

RESOLUTION OF APPRECIATION TO THE DIRECTOR AND STAFF OF THE 

BUREAU OF STANDARDS 

Whereas the great success of this conference has been mainly due to the 

able and consistent efforts of Director George K. Burgess and his assistants 

from the Bureau of Standards; and 

Whereas these annual conferences furnish the most successful means whereby the full cooperation given by the Bureau of Standards to the various 

States can be obtained: Therefore be it 

Resolved, That this conference extend to Director Burgess and his able 

assistants its appreciation and thanks for their services so generously given. 

(The resolution was duly adopted.) 

Mr. WARNER. The next resolution is as follows : 

RESOLUTION OF APPRECIBTION TO MANUFACTURERS, OFFICIALS, EXECUTIVES, AND OTHERS 

Whereas various manufacturers, officials, executives, and others kindly prepared and delivered interesting papers and addresses on important and timely 

subjects to the conference: Therefore be it 

Resolved, That the delegates and guests in coiifereiice assembled extend to 

each of these gentlemen sincere thanks and appreciation for the excellent 

presentation of the subjects assigned to them. 

(The resolution was duly adopted.) 

Mr. WARNER. The next resolution is as follows: 

RESOLUTION REQUESTING THE BLTREAU OF STANDARDS TO CONSIDER THE 

PRACTICABILITY OF h WEIGHTS AND MEASERES CORRESPONDENCE 

COURSE 

Whereas the Eighteenth National Conference on Weights and Measures of 

the United States has received several requests relative to a correspondence 

182 
EIGHTEENTH CONFERENCE ON WEIGHTS AFD MEASURES 183 

course of practical nature for the benefit of the State, county, and city officials: Therefore be it 

Resolved, That this conference request the Bureau of Standards to consider 

the practicability of such a course and report to the next conference. 

(A motion was made and seconded that the resolution be adopted.) 

Mr. MARONEY. Mr. Chairman, would this course be in the nature 

of the courses of the Scranton school, starting in from the primary 

and continuing to the finished course, or would the official write the 

bureau only for information on some specified subject in which he 

was interested? 

Mr. WARNER. I do not think there was any idea of having the 

bureau conduct a regular correspondence course. 

Mr. MARONEY. I did not assume that that would be the case. ' 

What I was getting at is this: I believe this conference has grown 

too far away from the field men; we are getting too technical for 

perhaps 75 per cent of the attendants at this conference. In my 

opinion, what the field men need and want is mechanical instruction 

on different types of weighing and measuring devices, and I believe 

that will do more good both to the industrial concerns and scale 

manufacturers and the inspectors than the reading of technical 

papers in conference. However, it occurs to me that classes might 

be arranged to consider the mechanical end and then the conference annually could give consideration to the theoretical end. 

Mr. WARNER. I think the committee had in mind that this resolution would give the Bureau of Standards an opportunity to study 

the question and determine how far they could go along the lines 

suggested. 

(The resolution was duly adopted.) 

Mr. WARNER. The next resolution is as follows: 

RESOLUTION IN MEMORY OF HUGH J. HEALEY 

Whereas the Almighty, in His wisdom and judgment, through the hand 

of death, has taken from our midst Deputy Sealer Hugh J. Healey, one of the 

most able and efficient weights and measures officials of the State of Massachusetts, whose lovable traits and splendid qualifications in general had 

endeared him to all with whom he came in contact ; and 

Whereas through his death his loving wife has lost a devoted husband 

and his children a loving and kind father and his many friends a true and 

devoted companion : Therefore be it 

Rcsolwd, That we, the weights and measures officials of the United States, 

in conference assembled at Washington, D. C., do hereby express our deepest sorrow and extend to his wife and family our heartfelt sympathy in this the 

hour of their sad bereavement ; and be it further 

Resolved, That a copy of these resolutions be suitably penned and forwarded 

to his widow. 

(This resolution was duly adopted.) 

Mr. WARNER. The next resolution is as follows : 

RESOLUTION IN MEMORY OF HENRY A.' PEABODY 

Whereas in the death of Henry A. Peabody, of Littleton, N. H., in the 

fall of 1924, the State of New Hampshire lost a valuable servant who had 

been associated with the weights and measures department since its beginning, 

and who had attended several of the meetings of this conference and was greatly interested in the work of his department, and whose loss will be 

greatly felt by the State and all those with whom he was associated: Therefore be it 
184 BUREAU OF STANDARDS 

Resolved, That this conference express its sympathy to his widow and that 

(The resolution was duly adopted.) 

Mr. WARNER. The next resolution is as follows: 

a copy of these resolutions be suitably penned and forwarded to her. 

RESOLUTION IN MEMORY OF WILLIAM B. M’GRADY 

In view of the passing of William B. McGrady, of the bureau of standards 

of the Commonwealth of Pennsylvania and first vice president of the Seventeenth Annual Conference, the members of the Eighteenth National Conference 

assembled in Washington, D. C., May 25 to 28, 1925, desire to express their 

profound sorrow in the loss of a loyal and valuable associate in the cause of 

weights and measures. Among the weights and measures officials of America there was no one more conscientious and faithful in the performance of his duties than William B. 

McGrady. In his home State he saw the vital need for protecting the interests 

of the buyer and seller in the purchase or sale of commodities by weight or measure, and, due principally to his interest and active work, the legislature 

of the Commonwealth of Pennsylvania enacted its serialization law, one of 

the most progressive steps in weights and measures work. 

Coupled with a strong bent for his life’s work, William B. McGrady possessed a most lovable character. He typified in his daily life those qualities so essential for the promotion of the happiness of mankind. He was interested 

in and loved his fellowman, and because of this wonderful trait in his character it was impossible for one to come in contact with William B. McGrady 

and not reciprocate that interest and love. 

In his death we, his associates, have lost a loyal, valued friend and co- worker, the weights and measures world an invaluable worker, and his family a devoted husband and father: Therefore be it 

ResoZmed, That in order that a permanent record be made of William B. 

McGrady’s activities in promoting the cause of weights and measures and of our personal sorrow at his passing, this resolution be spread upon the minutes 

of this conference and a copy be sent to his bereaved family. 

(The resolution was duly adopted.) 

Mr. WARNER. The next resolution is as follows: 

RESOLUTION IN MEMORY OF COL. JOHN W. RICHARDSON 

Whereas the Great Master, who weighs and measures men and worlds alike, 

has seen fit to take from our midst our dear beloved friend and associate, Col. 

John W. Richardson, who probably was one of the oldest in service of the 

sealers of this country, having been appointed as State sealer of Virginia in 

1897, which position he occupied until the time of his death December 18, 

1924; and 

Whereas the State of Virginia has lost a valuable and true servant, whose 

lovable disposition and friendly nature made him most highly esteemed by 

all who knew him : Therefore be it 

Resolved, That we, the weights and measures officials of the United States, 

assembled in conference at Washington, D. C., do hereby express our deepest sorrow and extend to his family our heartfelt sympathy in this their sad 

bereavement; and be it further 

Resolved, That a copy of these resolutions be sent to the Hon. E. Lee Trinkle, 

Governor of Virginia. 

(The resolution was duly adopted.) 

Mr. WARNER. The next resolution is as follows: 

RESOLUTION IN RELATION TO METHODS OF SALE OF ICE CREAM 

Resolved, That owing to the fact that there was but little discussion of 

the papers on the subject “ Shall ice cream be sold by weight?” this subject 

be made a special order of business at the Nineteenth National Conference to be 

held in 1926; and be it further 

Resolved, That a committee be appointed to gather data for the purpose of 

presenting same to the next conference as a possible solution of the subject 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 185 

now confronting the weights and measures officials, manufacturers, and re- tailers ; and be it further 

Resol.r;ed, That this be one of the subjects recommended to be placed on the 

programs of State conferences during the coming year and to be discussed with 

industry and with the consumers of their respective communities, in accordance 

with the suggestion made by our president in his opening address to this 

conference. 

(The resolution was duly adopted.) 

REPORT OF TREASURER, GEORGE F. AUSTIN 

MAY 28, 1925. 

GENTLEMEN: I herewith submit my report as treasurer for the 

year ending May 24, 1925: 

Receipts : 

Balance on hand May 24, 1924 __________________________________ $132.67 

Received through fees of delegates ________________--__-------- 94.00 

Received, account Doctor Stratton memorial .................... 96.00 

Total receipts___--_____________-_____-_--_-__---_---____---_ 322.67 

Disbursements : 

Ralph W. Smith, printing _______________________________ $5.00 

Page at conference____-__-__-__-__-__--_--------------- 5.00 

United Cigar Co., cigars for stenographer ________________ 5.00 

Brownley's confectionery for typists ____________-----_--- 10.00 

I?. S. Holbrook, secretary, for bills paid incidental to the 

Seventeenth Annual Conference ______________________ 149.72 

Total disbursements_______-__-____-_-___--___________-----_- 174.72 

Balance on hand May 24, 1925 _______________-_--____________ 147.95 

Respectfully submitted. 

The ACTING CHAIRMAN. Gentlemen, you have heard the report of 

the treasurer. 

(A motion was made and secondeh that the report of the treasurer 

be accepted, the question was taken, and the motion was agreed to.) 

GEORGE F. AUSTIN, Treasurer. 

REPORT OF COMMITTEE ON NOMINATIONS, PRESENTED BY WILLIAM F. CLUETT, CHAIRMAN, AND ELECTION OF OFFICERS 

Mr. Chairman, your committee on nominations respectfully 

recommends the following members of the conference to act as oficers and members of the executive committee for the ensuing year: 

President, George K. Burgess; first vice president, Thomas F. 

Egan; second vice president, George Warner; secretary, F. S. Holbrook; treasurer, George F. Austin; members of the executive committee, all of the officers ex officio, R. F. Barron, Fred Benjamin, 

W. F. Cluett, William A. Dalziel, P. R. Edler, J. H. Foley, William 

Foster, William F. Goodwin, J. J. Holwell, T. F. Mahoney, E. J. 

Maroney, I. L. Miller, G. B. Nebinger, W. A. Payne, G. M. Roberts, 

A. W. Schwartz, W. F. Steinel, L. P. Strong, W. F. Swoger, and 

H. A. Webster. 

(Signed) W. I?. CLUETT, Chairman, 

W. F. GOODWIN, 

P. R. EDLER, 

G. M. ROBERTS, 

C. B. GRAHAM. 

Committee on ibnimtions. 
186 BUREAU OF STANDARDS 

The ACTING CHAIRMAN. I believe it is customary in most organizations to call for nominations from the floor, if there are any for 

any of these offices. 

(A motion was made and seconded that the nominations be closed 

and that the secretary be instructed to cast the ballot of the conference for all of these nominations; the question was taken, and the 

motion was agreed to.) 

(Accordingly, the secretary cast the ballot of the conference for 

the officers and members of the executive committee, as nominated 

by the committee on nominations, and they were declared duly 

elected.) 

The ACTING CHAIRMAN. Is there anything in the way of unfinished business to come up 1 

Mr. DALZIEL. Reverting to the discussion of this morning about 

paper sacks of flour and the leakage from them, I may say that in 

our country we use the cloth sack, and in our department we have 

a tolerance of y2 pound on a 49-pound sack of flour. If found 

short more than pound, we make the miller fill up the sacks and 

we have found that is the quickest way to make it right. In one 

mill there were found 1,400 bags that were about y2 pound short, 

and the inspector made them open them, fill them, and sew them up 

again. We 

found that the %-pound tolerance meets the approval of the manufacturers and consumers. 

That is much better than making them pay a fine. 

QUALITY OF COAL 

Mr. ESTES. Mr. Chairman, I would like to know the experience 

of other sealers in the matter of complaints of the poor quality of 

coal and just how these cases were handled. 

Mr. MARONEY. In the case of complaints as to the quality of coal 

I do not think the weights and measures officer has any authority 

to take action. The simplest way for the purchaser to avoid difficulties of this kind is to buy on specifications which prescribe the 

permissible amounts of slate, ash, etc., and the required number of 

British thermal units. This plan is feasible for the purchaser of 

large amounts, but could not, of course, be adopted by the ordinary 

householder. 

Mr. MUTTER. Mr. Chairman, I would like to state that I took it 

upon myself to write to the Bureau of Mines, Washington, D. C., 

on this matter. My attitude was that the coal should be inspected 

at the source and not all over the country. I was advised in reply 

that my idea was impracticable for the reason that there were over 

7,000 mines in the United States; also that the Bureau of Mines 

does not countenance a visual inspection, but believes in inspection 

by adequate machinery and good men, and that with this character 

of inspection my plan would require a force of between 20,000 and 

25,000 men throughout the country. They are now working on a 

plan to take care of the inspection of coal at the points of largest 

distribution. This they claim will take time, but that is as far in 

the matter as anyone has gone up to now. 

The ACTING CHAIRMAN. It seems to me that the question Mr. 

Estes asks is one purely of quality and not one of weights and measures law at all. I do not believe it could be handled under any 

weights and measures laws that I have had any dealing with. 
EIGHTEENTH CONFERENCE ON WEIGHTS AND MEASURES 187 

Mr. HOLBROOK. The sixteenth conference passed a resolution in 

relation to this matter two years ago. 

Mr. SWEENEY. Mr. Chairman, formerly there was a great deal of 

inferior coal in Massachusetts, and the legislature in 1923 enacted 

a law the substance of which is to empower the department of public health, local boards of health, the director of standards, and 

local sealers of weights and measures, or their representatives, to 

enter any place where coal is stored or kept for sale and any railroad track or car or any vehicle used for its conveyance and inspect 

said coal or take samples for analysis or inspection. Under this 

law local sealers became very active, and at last we brought about 

a condition resulting in a better quality coal being shipped into the 

State. 

Mr. CLUETT. Illr. Chairman, in Chicago we have a coal ordinance 

which provides that where two or more kinds of coal of superior 

and inferior quality are delivered on the same load the bill of lading shall show the percentage in which it was mixed. However, 

the difficulty of definitely establishing grades and varieties makes 

prosecutions almost out of the question. The best we have been 

able to do is to bring the buyer and seller together on a settlement. 

The ACTING CHAIRMAN. Is there anything else to be considered 

in the way of unfinished business Z 

The Chair at this time will appoint as the committee called for in 

the ice-cream resolution A. W. Schwartz, of New Jersey; George 

Warner, of Wisconsin ; and William Foster, of Springfield, Mass. 

The next item is new business. Is there any new business to come 

before the conference? 

It would seem that we have reached the end of our program. 

I think that all of you will agree with me that the session this 

afternoon has the largest attendance that has ever been present in 

the afternoon of the last day. I had thought me would have only 

a handful, but we have a splendid representation. It is mighty fine 

the way the delegates and representatives have stayed with the conference. 

Mr. MARONCY. Mr. Secretary, I move you, sir, that a rising vote 

of thanks be extended to our efficient presiding officer in appreciation 

of his services throughout the conference. 

Mr. HOLBROOH. I am very glad to put that motion and ask that 

all in favor of the motion please rise. 

(The entire conference rose.) 

The ACTIX’G CHAIRMAN. Iwant to thank you gentlemen for your 

If there is nothing else to consider a motion to adjourn 

(A motion to adjourn was macle and seconded, the question was 

(Thereupon, at 2.45 o’clock p. m., the Eighteenth National Concourtesy. 

is in order. 

taken, and the motion was agreed to.) 

ference on Weights and Measures adjourned sine die.) 

0 

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