UNION OIL COMPANY OF CALIFORNIA’S TANK STEAMER LA BREA. 201 
sators. The starting bus is not energized until the contactor at bottom of panel 4 is 
closed. The switches starting the motors are triple pole, double throw. The upper 
contacts are connected to the starting bus and the lower contacts to the running bus. 
When the switch is thrown into the upper position, the blades engage the contacts, 
but no power is available until the switch is pushed all the way in, which closes a 
small auxiliary contact, which in turn closes the main contactor on bottom of panel 
4. This in turn energizes the starting bus through the compensators, and the mo- 
tors start. An ammeter is installed in the starting circuit, which indicates when the 
motor is up to speed. When the motor is up to speed the motor switch is thrown 
into the lower position—that is, on the running bus—and the motor is then operat- 
ing on full voltage. When throwing the motor switch from the upper to lower po- 
sition, the auxiliary contact is the first to open, which in turn opens the main con- 
tactor, with the result that the making and breaking of the starting current is made 
on the main contactor. Each motor circuit is supplied with three fuses, installed 
on the rack back of the switchboard to protect the motors from overload. 
In order that the searchlight could be operated from the main alternating-cur- 
rent generators or the 5-kilowatt direct-current auxiliary generator, the direct-cur- 
rent mechanism was removed from the searchlight and replaced with a high-power 
concentrated filament incandescent lamp. This was tried out and worked very 
satisfactorily. 
The data in Tables I and IT (page 203) have been compiled from logs on voy- 
ages to date, respectively, for the La Brea and Los Angeles and give a very good 
general idea of the comparative performances of the two vessels and their equip- 
ment. The methods employed by companies in measuring oil into and out of a 
vessel sufficiently guarantee the accuracy of this data for general comparison. 
Comparing the time in port discharging, and barrels of oil discharged per 
hour for the first six voyages, the La Brea was in port 36.4 per cent less time and 
discharged 55.4 per cent more oil per hour than the Los Angeles. If we reverse 
the order, it will be noted that the Los Angeles was in port 57.04 per cent more time 
and discharged 35.67 per cent less oil per hour than the La Brea. 
By referring to voyage seven of the La Brea and voyage six of the Los Angeles, 
it will be observed that the destination in each case was Antofagasta, Chili, and that 
the Los Angeles preceded the La Brea by two days. Notwithstanding the La Brea 
had been out of dock a month longer than the Los Angeles and a greater time in 
warm water, it is stated that she could have overhauled the Los Angeles and dis- 
charged first had the contrary not been arranged. 
Table III (page 204) gives separately a comparison of these two voyages on 
which the weather conditions are reported as follows :— 
La Brea:—July 1 and 2, rough following sea; July 3 to 7, fine weather ; July 8, 
rough; July 9 to 12, fine weather; July 13 to 22, strong head wind and sea; July 23 
to 30, fine weather ; August 1 to 9, strong southwest wind and sea. 
Los Angeles :—June 29 to July 5, fine weather; July 6 to 10, fresh head wind 
and sea; July 14 to 17, strong head wind and sea; July 18 to 28, fine weather; July 
29 to August 7, moderate head wind. 
