Section 12
ELECTRIC MOTORS
GENERAL
Industrial facilities may have hundreds of electric
motors of all sizes, types and descriptions. They will
range in size from sub-fractional horsepower for
items such as recorder drives; fractional horsepower
for small fans, blowers and pumps; integral
horsepower from 1 hp to 250 hp for all types of
applications; and up to 10,000 hp for large pumps,
fans and motor-generator drives.
Fractional horsepower motors are usually rated 115
volt, single-phase, however, 125 volt DC or 250 volt
DC, 208 volt three-phase or 460 volt three-phase
may be used for certain applications.
BASIC MOTOR TYPES
All electric motors consist of a rotating member
called the rotor and the stationary member called the
stator. Both stator and rotor are made up by
stacking thin laminations of steel with special
magnetic properties. Windings are placed into slots
or on pole pieces of the magnetic cores. All
windings are insulated except those in the rotors of
squirrel cage induction motors. The design, form
and manner of connecting the windings will
determine the basic type of motor. The major types
are:
• DC Motors. DC motors are used where
interruptions to the AC system would result in
undesirable conditions. Examples are - backup
lube oil pumps for large motors, generators or
engines; spring charging motors on circuit
breakers; etc. They are also used where
specialized torque requirements (high starting
torque) exist for some types of apparatus or
where a wide range of speed control is desired.
DC motors can be designed for essentially
constant speed applications or variable speed.
The windings on the rotor (armature) are
brought to a series of copper bars (commutator)
on the periphery of the rotor shaft. Each bar is
insulated from the shaft and adjacent bars.
Spring loaded carbon brushes mounted on a
stationary support are in electrical contact with
the commutator. The windings on the stator
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
(field windings) are arranged to produce discreet
north and south magnetic poles when energized.
Interaction of the magnetic fields produced by
the armature and field windings produce a
torque. As the rotor turns the commutator
switches the current in the rotor windings in a
way to align the magnetic fields so that torque is
continuous. The armature and field windings
may be connected in parallel, series or
combinations thereof to produce different
speed/torque characteristics.
• AC Induction Motors. These are most often
designed for operation from a three-phase
source. Single-phase motors are used only in
the smaller sizes, generally less than 1 hp.
(Single-phase induction motors have no inherent
starting torque and require supplementary
windings and circuit elements such as capacitors
during starting.) The three-phase squirrel cage
induction motor is the “work horse of the
industry” and is a rugged, simple, reliable,
efficient, low cost driver for many applications.
It is basically a constant speed driver. The
speed will vary only ½% to 1½% from no-load
to full-load in most applications. The variation
may be up to 13% in certain very high starting
torque designs. The squirrel cage induction
motor may be designed for starting torque in the
range of about 50% to 275% of full-load torque.
Starting torque may be critical for breaking
loose high friction loads such as conveyors or
for obtaining reasonable acceleration times for
high inertia loads such as large diameter fans.
Starting current (locked rotor) is usually from
600% to 700% of full-load current.
The squirrel cage motor is comprised of a stator
made up from slotted laminations. Insulated
windings are placed in the slots and connected
so that application of a three-phase voltage
produces a rotating magnetic field. The speed at
which the magnetic field rotates is called
synchronous speed and is a function of the
source frequency and the number of pairs of
magnetic poles produced by the windings.
Motor no-load speed is very close to
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ELECTRIC MOTORS
synchronous speed. For a 60 hertz source
frequency:
Poles Synchronous Speed
2 3600 rpm
4 1800 rpm
6 1200 rpm
8 900 rpm
etc.
Inside the stator is a cylindrical rotor made of
laminations stacked and secured to the motor
shaft. Rotor windings running lengthwise are
placed into slots in the periphery of the rotor.
These windings may be of uninsulated copper
bars, short circuited to each other at each end of
the rotor by a brazed copper ring. With some
manufacturers, the rotor windings and the
shorting conductors are aluminum cast into the
rotor. Although rotor currents may be quite
high, uninsulated rotor windings may be used
because the induced voltages are low. The rotor
winding configuration resembles a squirrel cage;
hence the name. The rotating magnetic field
produced by the stator windings cuts the short
circuited rotor bars, inducing electrical currents
in them which in turn produce a magnetic field.
The interaction of the two magnetic fields
results in a torque causing the rotor to turn. In
the squirrel cage motor the rotor conductors are
not brought out to any external connection. The
simplicity of the rotor results in the most
rugged, dependable and least expensive of all
motor types for most applications.
There is another type of induction motor called
the “wound rotor” . Here the rotor windings are
insulated and brought out to slip rings on the
motor shaft. Stationary carbon brushes riding
on the slip rings allow connecting the rotor to
external circuits. By connecting the rotor to
adjustable resistance a variation of speed/torque
characteristics is obtained. Starting current is
greatly reduced for high values of rotor
resistance. These characteristics are sometimes
of advantage in starting high inertia loads, such
as large fans, and bringing them up to full
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
speed, at which time the rotor windings are
short circuited. For these applications, the
squirrel cage motor may be impractical because
of excessive heating resulting from drawing
high starting currents during a long accelerating
period. Wound rotor motors are also sometimes
used where variable speed is required. They are
more expensive than the squirrel cage type and
somewhat less efficient, especially at speeds
much lower than synchronous speed.
Induction motor stators can also be designed
with multiple windings for the capability of
operating at two or more speeds depending on
how the windings are connected. The most
usual speed ratio is 2 to 1, however 3 to 4 or 4 to
1 ratios are obtainable. Connection switching of
the stator windings is accomplished by multiple
contactors in the motor starter.
• AC Synchronous Motors. These have stators
essentially the same as induction motors.
Rotors, however, are wound with insulated
conductors arranged to produce discrete north
and south poles when energized with DC
voltage. At full speed these rotor fields lock in
with the rotating stator fields and the machine
runs at synchronous (constant) speed as
determined by system frequency and the number
of pole pairs of the stator winding.
Synchronous motors are inherently more
efficient than induction motors and, in the larger
sizes and lower speeds, are lower in initial cost.
They can be designed to run at zero or leading
power factor which can be of advantage in
improving voltage regulation in the power
system. They are most frequently used for large,
low-speed pump applications.
Starting torque for synchronous motors is
provided by embedding short circuited
conductors in the pole faces of the rotor to form
a squirrel cage as in the induction motor.
During starting the DC winding of the rotor is
disconnected from its source and short circuited
which produces additional starting torque. If
the field winding is left open circuited or
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ELECTRIC MOTORS
connected to the DC source while starting,
extremely high and possibly damaging voltages
would be induced. Once the motor is nearly up
to synchronous speed DC excitation is applied to
the rotor windings and the machine pulls into
step.
The DC source for field (rotor) excitation may
be external to the machine and connected by
means of slip rings and brushes. Used more
often are shaft mounted SCR rectifiers or silicon
diodes and associated control apparatus supplied
from a shaft driven alternator. This
arrangement eliminates the need for brushes and
slip rings. The shaft mounted controls provide
for connecting a resistor across the field
windings during starting and for automatically
connecting DC excitation when the machine is
nearly at full speed.
• Adjustable Speed Synchronous Motors. These
employ static power conversion systems to
control the voltage and frequency applied to
brushless synchronous motors in ratings up to
30,000 hp. They are considerably more efficient
than other forms of speed control and in spite of
their high initial cost, may be overall the most
economical driver for large pumps and fans.
MOTOR CONFIGURATIONS
Motors are available in a variety of configurations as
determined by the driven equipment and application.
The two major configurations are horizontal shaft
and vertical shaft in many variations as follows:
• Horizontal Shaft.
Bracket bearing. This is the most common type
with shaft bearings held in end bells or brackets
attached to the stator. Connection to the driven
equipment may be by direct coupling, flex-coupling
or belts. These are used for pumps, fans,
compressors, crane or hoist drives, etc.
Engine type. There is no motor shaft or bearings.
The rotor is mounted directly on the shaft of the
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
driven equipment. It is not common, but may be
found on reciprocating compressor drives.
Flange mounted. This is similar to the engine type,
but with the stator face bolted directly to a flange on
the driven equipment.
Pedestal type. These have a common base to which
are attached the stator and separate pedestals
carrying the rotor bearings. Sometimes used in large
low and medium speed applications.
• Vertical Shaft. Most often used as pump
drivers.
Solid shaft. The end of the motor shaft has a keyed,
flanged coupling bolted to a mating half on the
driven equipment. Often the base of the motor stator
is supported by the driven pump. Motor to pump
distance is short and the pump usually has its own
thrust and guide bearings.
Hollow shaft. Here the motor shaft is hollow to
allow the pump shaft to extend through to the top of
the motor. The mechanical connection is made at
the top of both shafts, usually with a nut threaded to
the pump shaft to allow vertical adjustment of the
pump impeller. It is used for long shafts,
particularly for submerged (deep-well) pumps. The
motor has a thrust bearing to take the weight of the
motor rotor, the pump impeller and shaft, and the
hydraulic thrust of the pump.
MOTOR ENCLOSURES
Motor enclosures are principly grouped into two (2)
standardized classifications by NEMA (National
Electric Manufacturers Association). These two (2)
classification groups are Open or Totally enclosed.
Enclosure construction offers different degrees of
protection to the operating parts and windings.
Open NEMA enclosure classification types
• Drip-proof. This is an open motor, very
common in indoor, dry applications and can
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ELECTRIC MOTORS
withstand water droplets or particles falling
from 0° to 15° from the vertical. Cooling air is
circulated by shaft mounted fan blades.
Openings may be guarded by the addition of
screens or baffles.
• Splash-proof. This is similar to the drip-proof
enclosure except it is designed to protect against
entry to droplets or particles falling or splashing
from 0° to 100° from the vertical. May also be
guarded.
• Open pipe-ventilated. Pipes or ducts from
another area admit cooling air to the motor.
Exhaust is to the open space. It may be used in
locations where dirt, dust, or high ambient
temperatures are problems.
• Weather-protected, Type I. Suitable for
outdoor use. An open motor with ventilating
passages designed to minimize entrance of rain,
snow or dust.
• Weather-protected, Type II. Similar to Type I
except baffles are designed so that wind driven
particles entering the ventilating openings are
discharged without contacting electrical parts.
Totally Enclosed NEMA classification types:
• Pipe-ventilated. Here both intake and exhaust
are directed or piped to another area.
• Fan-cooled (TEFC). All electrical parts are
enclosed. An external (to the enclosing parts)
integral fan draws cooling air over the primary
enclosure. These also come in explosion proof
versions for use in hazardous atmospheres.
• Other totally enclosed types include those with
separate or integrally mounted air-to-air or air-
to-water heat exchangers.
NEMA assigns a standardized corresponding
enclosure (frame) number to identify specifics
relative to the motor enclosure. This NEMA
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
enclosure (frame) number is also identified on the
motor data nameplate.
MOTOR BEARINGS
Bearings are provided to carry radial and thrust
loads and to hold the rotor centered in the stator.
Motors used with belt drives may have high radial
loads. Many horizontal motors are designed to take
no minimal axial thrust - others may require thrust
bearings. Vertical motors must have bearings to
accommodate at least the rotor weight and often the
weight of a pump impeller and shaft, and its
hydraulic thrust. Bearing types are:
• Anti-friction. These are ball or roller bearings
used often on relatively small horizontal motors
and on small and large vertical motors for radial
or thrust loads. They are less often used on
large horizontal motors.
• Sleeve. These are most often used on the larger
horizontal motors and may be of the split or
solid type. Sleeve bearings are frequently
specified for horizontal motors down to 100 hp
because failure of roller or ball bearings usually
occurs suddenly resulting in damage to the rotor
and stator. Sleeve bearings wear gradually and
can be checked periodically.
• Thrust bearings. These are most important on
vertical motors. They are usually of the roller
type. On very large, high thrust units. pivoted
shoe bearings or plate bearings may be used.
Bearing Lubrication and Cooling
Bearing lubrication and cooling can become critical
in large motors. Lubrication types are:
• Pre-lubed. These are usually of the anti-friction
type with sealed-for-life lubricant. They are
most often used on small motors.
• Grease-lubed. These also are usually of the
anti-friction type with a grease fitting for
periodic addition of lubricant. They are used on
larger motors.
• Oil-ring, reservoir. These have one or several
metallic rings resting on the shaft journal. As
the shaft turns the rings are driven to pick up oil
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ELECTRIC MOTORS

from an integral reservoir and deposit it on the ∗ service factor generally only applies to open
journal. These are used on horizontal sleeve motors and allows continuous operation at 115%
bearings in relatively high speed applications. of rating.

• Forced-oil. This also is used with large The various insulation classes are:
horizontal sleeve bearings and sometimes with
plate or shoe thrust bearings. A shaft driven or Class Total Temp. Typical Materials
separately driven pump circulates oil from a
reservoir to the bearing surfaces. A 105°C Usually organic:
• Oil reservoir. Here the oil reservoir is arranges phenolics, enamels, cotton,
so that the oil immerses the bearing. Most silk, varnished paper, etc.
frequently used with large vertical motors for No longer in common use
lubrication of thrust bearings of the anti-friction, in industrial plants.
plate and shoe types.
B 130°C Usually involves mica,
With all oil systems, seals of one type or another are glass, asbestos, and
required to prevent oil leakage into the motor or out synthetic resins.
the shaft. Supplemental cooling may be required for
the larger bearings, particularly thrust bearings. F 155°C Materials vary by
This may take the form of cooling coils immersed in manufacturer. Usually
the oil reservoir or a separate heat exchanger proprietary.
through which the oil is circulated.
H 180°C Materials vary by
manufacturer. Usually
MOTOR INSULATION AND TEMPERATURE RISE proprietary.

Motor electrical losses produce heating which if not
carried away, will raise winding temperatures to the
point where insulation will suffer damage or
reduction in life. The rule-of-thumb is that for every
8°C to 10°C (46.4°F to 50°F) increase in
temperature, the insulation life is reduced by half.
Insulation classes are based on total continuous
conductor operating temperatures which will result
in a reasonable life. Although based on total
temperature the temperature class is usually
expressed as the allowable temperature rise above a
40°C (104°F) ambient. The following for Class A
insulation illustrates this point:
Sometimes a tropical treatment is specified to
provide additional protection against moisture,
fungus, insects, etc.
Many of the newer insulation systems utilizing
synthetic materials and encapsulation perform
extremely well in hostile environments, some being
suitable for operation submerged.
MOTOR WINDINGS
There are two general types of windings used in
motors. These are:

Class A 40°C ambient • Scrambled (or random) wound. These are

40°C temperature rise by used primarily on the smaller motors and are
thermometer made from relatively small diameter round
15°C hot spot allowance copper wire insulated with a coating of enamel
10°C service factor* or synthetic resin. The required number of turns
105°C total temperature are wound into a formed coil to which is applied

Rev. 0 Electrical Handbook 12-5

 Bechtel Corporation 1997. 12/2/97
Section 12
ELECTRIC MOTORS
an overall insulation layer before placing the
coil into the stator slots.
• Form-wound. All larger motors have
preformed windings. Copper of rectangular
cross section and with conductor insulation
applied is wound on a form. After winding, the
coil may be pulled into its final shape, and the
slot portion hot molded to better fit the slots.
Additional overall insulation is applied over the
coils which are then placed in the slots and
wedged in place. The coil ends are connected to
each other, insulated and secured. The complete
stator assembly with windings in place is usually
then vacuum/pressure impregnated with a
thermo setting synthetic resin. This process
drives out moisture and solvents, fills all voids
in the insulation (particularly important for
motors 4 kV and above to prevent corona) and
mechanically locks the coils into the slots.
With the larger medium voltage motors particularly,
all of the above complex operations require highly
trained people and carefully controlled materials and
processes. Verification of proper fabrication is
usually done by in-process testing, and dielectric and
performance testing of the completed motor.
ACCESSORIES
Many accessories are available for motors of the
various sizes and types. These include CT’s, surge
suppressers, winding temperature detectors (RTD’s),
bearing thermocouples (TC’s) to name a few.
Frequently special terminal boxes are required.
Standard size boxes are often too small for training
and terminating the conductors used in industrial
plants which, because of design requirements for
derating, are generally larger than the conductors
used in many standard applications.
Motor Procurement, Receiving, and Storage.
Motors are routinely associated with Mechanical,
Piping, HVAC, and some Instrumentation systems or
components and subsequently are inclusive, as part
of an/the overall Mechanical Purchase Order (or
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
specification) for a particular package or system that
is Vendor pre-assembled, supplied, or provided.
Some (motor driven) mechanical equipment is
“spec’d” out by the Design Engineer (e.g. MOV
motor operated valves, or typical service type pumps)
to procure a “bulk” quantity of similar types.
Motors are classified as “rotating equipment” and as
such principly fall under dual Field Engineer
(Mechanical and Electrical) responsibilities. Motors
are received; either, installed with the servicing
equipment or are shipped loose, requiring field
installation as part of the equipment installation.
Motors mounted with/or on their associated
equipment typically include:
• Pump base or Vendor equipment skids.
• Motorized Doors or equipment hatches.
• Motor Operated Valves.
• Chemical analyzer or Emissions monitoring
systems.
• HVAC - Fans, Blowers, and Dampers.
• Overhead Cranes, Hoists, Elevator Machinery.
• Sump, Sewer, Well Pumps.
Motors (provided by), but requiring specific field
installation generally include:
• Some 480v, most all 2300v or larger motors.
• Chemical Mixers or Injectors.
• M-G sets, Turbines.
Prior to or upon receipt of 480vAC or larger motors,
that are shipped loose, the Electrical Field Engineer
should ensure the following activities are performed:
• Establish storage level requirements or if any
weather protection is required.
• Determine if temporary power or heat is
required for applicable motors.
• Perform and record a “megger” test on all 480v
or larger motors. Ensure any circuitry that may
be affected by the megger test is determinated.
• Record and/or verify motor nameplate data. A
manufacturers motor nameplate is a requirement
of the code.
The nameplate data should always contain:
• Manufacturer’s name.
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ELECTRIC MOTORS
• Rated volts and full load amperage for each
rated speed.
• Number of phases and rated frequency.
• Rated “full load speed”. (RPM - revolutions per
minute).
• Rated temperature rise, ambient temperature,
and insulation class.
• Time rating.
• Horsepower and “locked-rotor amperes”.
• Thermally Protected if necessary.
Additional nameplate(s) data includes:
• Service Factor.
• NEMA motor (enclosure) frame type.
• Model or Serial number.
• Identifying Equipment Number.
• Purchase Order or Specification Number.
• Motor lead designations.
• A directional rotation arrow.
Motor leads must also be “identifiably marked”.
Motors with multiple leads for various voltage usage
(or with an integral space heater), a nameplate or
diagram identifying which leads are for which
desired voltage should also be apart of the motor.
Specific motor data, vendor test results, operating
manual, and “performance curves” are also included
with the motor “purchase order” documentation.
Supplemental instrument devices mounted onto
larger motors (e.g. 2300v), or shipped loose include:
• Surge suppressors (CT).
• Winding temperature detectors (RTD).
• Bearing thermocouple (TC).
• Vibration sensors or probes (VT).
• Speed sensors or probes (ST).
The Field Engineer should inspect the equipment
motor (and pump) to ensure these supplemental
devices where not damaged during shipment,
storage, transit from storage to installation, or
equipment motor (or pump) placement.
Too, common to all larger motors (e.g. 2300v), and
some 480v motors, are lifting lugs or eyes mounted
on the frame.
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
Motor Terminal Housing.
Motor terminal housings are typically referred to as
“peckerheads”. These terminal housings are sized
by the motor manufacturer based on code specifics.
Unless, the Design Engineer specifically requests for
a “larger housing”, the manufacturer will assume
that the housing size provided will be adequate for
incoming cable(s) termination. To ensure that the
manufacturer provided peckerhead(s) is adequate for
raceway, cable, termination, and maintenance
accessability the Field Engineer should review the
motor manufacturer’s detail drawing or pump and
motor layout diagram for the following information:
• Peckerhead size, location, and orientation.
• Peckerhead raceway entrance size and
orientation.
• Independent space heater, winding temperature
detector, or bearing thermocouple peckerheads.
Failure to consider the peckerhead orientation, size,
and location generally create the following conflicts:
• Raceway
• Raceway fed overhead when peckerhead has
bottom feed entrance and is not capable of
being rotated, changed out, or enlarged.
• Servicing raceway too large or too many for
peckerhead entrance cover or opening(s).
• Underground raceway “misses” the
peckerhead box by being on the wrong side
of motor or stubs up on the wrong end.
• Peckerhead “too low” from ground for
underground feeder raceway and flex.
• Peckerhead required to be drilled and
tapped, enlarged, or knocked out to
accomodate raceway.
• Cable and Termination
• Peckerhead too small for motor “splices”.
• Cable too big when raceway is reduced to
accomodate entrance opening or box size.
• Servicing cable may be required to be
derated due to size of terminal housing.
• Ground wire must be drilled or tapped.
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ELECTRIC MOTORS
• Accessability
• Terminal housing blocked due to
proximity to walls or other devices, etc,.
• Terminal housing access blocked for
maintenance access, egress, or safe
working space clearances not maintained.
• Valve cover blocked by pipe hangers or
other installed devices.
Motor Controls and Circuitry.
Essential to all motors are the power, control, and
instrumentation circuitry associated with the motor.
Design drawings detailing these power, control, and
instrumentation motor circuits are:
• Vendor wiring diagrams and schematics.
• Elementries and motor schematics.
• Cable block diagrams.
• Equipment one-line diagrams.
• Loop Drawings and diagrams.
Every motor must have a disconnecting means.
Primary disconnecting means commonly used are:
• Individual MCC or Rack in Switchgear Breaker
cubicles or compartments.
• Local disconnects, local or remote start-stop
hand or push button stations.
• Breakers, fuses, local controllers.
Common low voltage control and DCS (Digital
Control System) or PLC (Programmable Logic
Control) instrumentation circuits and devices
generally used; in conjunction, with the normal
function of any equipment motor, are identified on
the P&ID’s relative to that system that the respective
equipments primary service or function is utilized
for. These control and instrumentation devices
generally fall into the following “family
similarities”:
• Vibration Monitoring.
• Speed Control or Sensors.
• Thermal, Ambient, or Humidity Control.
• Position Indication and Alarm.
• Temperature and Bearing Indication.
• Torque Control.
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
• Overcurrent or Undervoltage Protection.
• Trip, reset, override, local or remote control.
• Short Circuit or Ground Fault protection.
• Flow, Metering, Measurement Indication.
Motor Installation.
Motors mounted on existing piping components (e.g.
MOV’s) are installed by that respective discipline.
Motors associated with mechanical skids or HVAC
equipment is traditionally installed by the
Mechanical department. Some motors, or in other
instances the motor housing, may be removed to aid
in the transportation, alignment, or setting of the
mechanical skid, pump, or equipment frame.
Installation activities associated with removing the
motor or housing is performed either with or by the
electricians.
Motors requiring installation (i.e. shipped loose) are
installed either by the “millwrights” of the
mechanical department or the electricians dependent
on site labor agreements or craft trade jurisdictions
in effect.
Motor location and placement for maintenance
activities that must be considered include:
• Load and Equipment removal path.
• Temporary or permanent rigging beams or
monorails.
• Overhead congestion, horizontal swing, mobile
equipment access.
Prerequisites before Initial Motor Energization.
Prior to performing an energized test(s) on a motor,
or the motors control circuits, the Field Engineer
should prepare or review a pre-energization check
list that considers or ensures the following:
• Ensure the Motor is Safely Locked and Tagged
Out of Service locally and at the primary power
source.
• All local or remote hand and push buttons
stations are correctly wired per the applicable
design schematic or wiring drawings and are
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ELECTRIC MOTORS
also Safely Locked and Tagged Out of Service
and the motor is incapable of an automatic start.
• Ensure that the Motors power and controls are
terminated at both ends, and is properly
grounded.
• Ensure area around motor is “flagged”, roped
off, or barricaded restricting personnel access.
• Power cables and motor leads were “meggered”
and the megohms readings are acceptable and
were recorded for final documentation and
turnover. Insulation Resistance check should be
“phase to phase and phase to ground”.
Minimum acceptable readings are usually
defined in the project specifications. Motors and
cables rated at (2300v or 4kVA) should always
be meggered with a 5000vDC megger.
Note: The initial motor megger that was
performed is generally used to determine if the
motor is bad upon receipt from supplier. Hence,
it is always good practice to re-megger the
motor prior to initial energization.
• Millwrights have uncoupled the motor from the
drive shaft and it could be freely turned by hand.
Motor shaft guard is in place. Millwrights are
complete with any alignments or adjustments
and the motor is “oiled” or “greased” and the
Millwrights have given their authorization to
“run the uncoupled motor”.
• Communications have been established at:
• Motors originating power and control
source location.
• Local or remote control hand or push button
stations.
• DCS (Digital Control System) test console
or control room console.
• Motor location.
Motor Controls Energized Test.
After these pre-checks are accomplished the initial
energized test(s) should be to verify the motors low
voltage control circuit(s). This controls test will
“prove” or accomplish the following:
• Open or closed contacts are wired or designed
correctly and (at the breaker compartment or
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
cubicle) that the contactor drops in or out upon
actuation.
• Any local or remote start-stop hand or push
button station is wired or designed correctly.
• Selector switches and contacts are also wired
correctly or device needs replacement.
• Run, Start, and Stop indication lights are wired
correctly.
• Resets, emergency stops, vendor wiring at the
breaker compartment or cubicle is correct.
• Control fuses don’t blow or are missing.
• Space heater circuit is functional.
• The controls portion of the motor schematic.
Prerequisites to the performance of this controls test
may require; dependent on test conditions, wiring
schematic, or testing approach, the following:
• Determination of DCS wiring, lifting and
isolating wires, and adding or jumpering out
points.
• Temporary control power and if applicable using
the “test” switch circuit at the breaker cubicle or
compartment.
• Multimeter, fluke, motor schematic, test record.
Benefits to performing the controls test in advance of
motor energization include:
• Troubleshooting problems limited to the control
circuit.
• Local motor start - stop capability proven.
Motor Rotation Verification.
After successfully performing or resolving any motor
control circuit problems the Field Engineer should
next energize the motor and verify that the motor
rotates in the proper direction.
In addition to the pre-check list the Field Engineer
should:
• Notify all the principle participants that desire to
“witness” this test or those that will be directly
involved with the rotation check that the initial
energization of the motor is to be performed.
• Clear all Locked and Tagged Out Devices.
12-9
12/2/97
Section 12
ELECTRIC MOTORS
Verification of motor rotation either “clockwise or
counterclockwise” is more commonly known as
“bumping” the motor.
Note: Bumping of some motors will have a different
desired effect dependent on; equipment function, the
motor services. Some examples include:
• Fans or blowers - sucking air or exhausting air.
• Valves or Dampers - opens or closes.
Bumping the motor should be performed:
• At the primary Power or control source or,
• Locally at the hand station.
• Through the DCS test console.
• If applicable, at remote panels or consoles.
If, rotation is reversed from the desired direction
Lock and Tag Out applicable Devices and on a
three (3) phase motor, switch two (2) phases at the
most convenient end (usually at the breaker), update
applicable drawings and documents, and reperform
the bump to verify the direction is now correct.
Performance of a motor bump typically should not
last longer than the time it takes to verify or record:
• Correct rotation.
• DCS run or start indication was received.
• DCS stop indication when motor is deenergized.
• No load starting current, ranges, or curves are
correct or checked.
• Indication lights work as expected.
Deficiencies or failures to receive “expected” results
will require troubleshooting to resolve and correct.
The re-performance of the motor bump is, usually,
required to ensure the problems were corrected.
Note: some 2300v or larger motors may have a
programmable logic controller at the Medium
Voltage Switchgear that may limit the number of
motor starts in a given time frame as one of its
protective devices. Too, prior to restarting any
motor, it is sound contruction practice to ensure that
the motor has come to a “full stop” and is not “free
wheeling”.
Rev. 0 Electrical Handbook
 Bechtel Corporation 1997.
Motor Run-in.
By definition a motor run-in is not bumping the
motor but running the motor without any load for a
predetermined length of time (usually 1 to 2 hours),
to verify the following conditions do not exist before
the motor is utilized under load or placed into
actual service:
• Excessive vibration.
• Insufficient lubrication, leaks, or
uncharacteristic noises are detected.
• Cutout, time delays, or thermal protective
overcurrent devices perform or don’t as
expected.
• Bearing or winding noises are detected.
• Noticeable heat or smoke is detected.
• Motor rated speed is exceeded.
Motor Records and Documentation
Motor nameplate data, megger results, rotation or
run-in tests performed should be documented,
recorded, and verified acceptable and subsequently
“turned over” with the applicable system. In
addition, the Electrical Field Engineer should notify
or provide the motor documentation to the
Mechanical Field Engineer for incorporation into or
to supplement the Rotation Equipment Record(s)
documentation.
Motor Maintenance.
Motor maintenance records of service are performed
by construction up to (motors) equipment turnover to
either construction start-up or the clients
maintenance or start up groups. These records are
required to ensure that proper maintenance or
service was performed to maintain equipment
warranty as recommended by the manufacturer.
Defective motors; not caused by construction misuse,
abuse, failure to maintain proper records and
storage, or damaged due to testing or installation are
“backchargeable” conditions to the vendor or
manufacturer which will authorize repair or
replacement of the motor.
12-10
12/2/97
Section 12
ELECTRIC MOTORS

Vertical mounted motor examples

Rev. 0 Electrical Handbook 12-11

 Bechtel Corporation 1997. 12/2/97
Section 12
ELECTRIC MOTORS

Horizontal mounted motor examples

Rev. 0 Electrical Handbook 12-12

 Bechtel Corporation 1997. 12/2/97