IEEE STD 1349-2011 Motor en Zonas Clasificadas PDF

IEEE Guide for the Application of
Electric Motors in Class I, Division 2
and Class I, Zone 2 Hazardous
(Classified) Locations
IEEE Industry Applications Society
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Petroleum and Chemical Industry Committee

IEEE
3 Park Avenue IEEE Std 1349™2011
(Revision of
New York, NY 10016-5997
IEEE Std 1349-2001)
USA
9 December 2011
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IEEE Std 1349™-2011
(Revision of
IEEE Std 1349-2001)

Sponsor
Petroleum and Chemical Industry Committee

of the
IEEE Industry Applications Society
Approved 10 September 2011

IEEE-SA Standards Board
Approved 3 December 2012

American National Standards Institute
Credits
Grateful acknowledgment is made to the following organizations for granting permission to reprint
excerpts, figures, and tables in this guide:
Excerpts reprinted with permission from NFPA 70®-2011, National Electrical Code®, Copyright © 2011,
National Fire Protection Association, Quincy, MA. This reprinted material is not the complete and official
position of the NFPA on the reference subject that is represented only by the standard in its entirety.
Excerpts reprinted with permission from NFPA 497 Recommended Practice for Classification of
Flammable Liquids, Gases or Vapors and of Hazardous (Classified) Locations for Electrical Installations
in Chemical Process Areas, Copyright © 2008, National Fire Protection Association, Quincy, MA. This
reprinted material is not the complete and official position of the NFPA on the reference subject, which is
represented only by the standard in its entirety.
Figures 2, 4, 5, 6, 8, G.1, and G.2 Courtesy of General Electric.
Figure 3, Courtesy of Marathon Electric.
Figure 7, Courtesy of Teco Westinghouse Motor Company.
Table C.2, Reprinted with permission from NFPA 70®-2011, National Electrical Code®, Copyright © 2011,
National Fire Protection Association, Quincy, MA. This reprinted material is not the complete and official
position of the NFPA on the reference subject which is represented only by the standard in its entirety.
Tables H.1 and H.2 from Hamer, P. S., Wood, B. M., Doughty, R. L., Gravell, R. L., Hasty, R. C., Wallace,
S. E., and Tsao, J. P., “Flammable vapor ignition initiated by hot rotor surface within an induction motor—
reality or not? PCIC Conference Record, pp. 37–47, 1997, Copyright © 1997 IEEE.
Abstract: Three-phase and single-phase AC synchronous and induction electric motors in ratings
0.18 kW (1/4 hp) and larger are covered in this guide. Primary emphasis is on the use of open or
nonexplosionproof or nonflameproof enclosed motors in Class I, Division 2 and Class I, Zone 2
locations as covered in NFPA 70-2011. Surface temperature test methods and sine wave and
non-sine wave applications are covered. Precautions against excessive surface temperatures
and sparking are included. To mitigate hot surface temperatures and sparking, this document
provides guidance for selecting, operating, and maintaining motors in Class I, Division 2 and
Class I, Zone 2 locations. This guide does not cover AC wound rotor motors and DC electric
motors. Motors installed in locations other than Class I, Division 2 and Class I, Zone 2 as covered
in NFPA 70-2011 are not covered in this guide. This document is not a specification and is not
intended to be used as a specification for purchasing motors. The voltage breaks in this
document are 1000 V and less, and over 1000 V.
Keywords: adjustable speed drive; autoignition temperature; Class I, Division 2; Class I, Zone 2;
classified locations; enclosure sparking; hazardous locations; IEEE 1349; induction motor; label
test; motor; motor enclosure; motor temperature; multisection motor; paint test; rotor; rotor
sparking; rotor temperature; synchronous motor; T Code; temperature code
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Introduction
This introduction is not part of IEEE Std 1349-2011, IEEE Guide for the Application of Electric Motors in Class I,
Division 2 and Class I, Zone 2 Hazardous (Classified) Locations.
This guide was developed to assist individuals, organizations, and suppliers with the application of motors
in Class I, Division 2 and Class I, Zone 2 locations, where flammable gases and vapors may occasionally
be present.
Notice to users
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v
Copyright © 2011 IEEE. All rights reserved.
Interpretations
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Patents
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covered by patent rights. By publication of this guide, no position is taken with respect to the existence or
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vi
Participants
At the time this guide was submitted to the IEEE-SA Standards Board for approval, the Motors in
Hazardous Locations Working Group had the following membership:
Lorraine K. Padden, Chair

Paul Anderson, Vice Chair
Frederick Bried, Secretary
Charlie Boynton Rajendra Mistry John Rydeski

Gabe F. D’Alleva Daleep C. Mohla Tom Stewart
Daniel Delaney Art Neubauer Sandra Strickland
John Travis Griffith Joel Northwall Kevin Taylor
Royce M. King Rick Paes Wayne Wasserman
William Lockley Javier Portos Barry M. Wood
Bharat Mistry David Rains Ther Xiong
John Rama
The following individuals contributed to the development of this guide, but were not Working Group members at the
time this guide was completed:
Austin Bonnett Ralph Haynes ** John Malinowski

Richard Doughty* Mark Hodowanec Hein Pham
Jim Dymond Richard Holub M. P. Reddy
Carl J. Fredericks Bob Keough Chuck Straub
Shan Griffith William Magerkurth Mike Toney
Steve Hamilton Robbie McElveen
* Past Co-Chair IEEE 1349

** Past Chair IEEE 1349
vii
The following members of the individual balloting committee voted on this guide. Balloters may have
voted for approval, disapproval, or abstention.
Gabe F. D’Alleva Lee Herron Rick Paes

Paul Anderson Scott Hietpas Howard Penrose
Michael Bayer Richard Holub Christopher Petrola
Thomas Bishop Richard C. Hulett Iulian Profir
Frederick Bried Yuri Khersonsky John Rama
William Byrd Royce M. King Estellito Rangel, Jr.
Weijen Chen Jim Kulchisky M. P. Reddy
Roger Daugherty William Lawrence Bartien Sayogo
Glenn Davis Duane Leschert Robert Seitz
Gary Donner William Lockley Gil Shultz
Donald Dunn Greg Luri James Smith
Jim Dymond John Malinowski Jeremy Smith
William Finley William McBride Gary Stoedter
Carl F. Fredericks Bharat Mistry Gregory Stone
Manjinder Gill Daleep C. Mohla John Vergis
Randall Groves Paul Myers Kenneth White
Paul Hamer Art Neubauer Barry M. Wood
Jung-Yu Han Michael S. Newman Donald Zipse
Lorraine K. Padden
viii
When the IEEE-SA Standards Board approved this standard on 10 September 2011, it had the following
membership:
Richard H. Hulett, Chair

John Kulick, Vice Chair
Robert M. Grow, Past Chair
Judith Gorman, Secretary
Masayuki Ariyoshi Jim Hughes Gary Robinson

William Bartley Joseph L. Koepfinger* Jon Rosdahl
Ted Burse David Law Sam Sciacca
Clint Chaplin Thomas Lee Mike Seavey
Wael Diab Hung Ling Curtis Siller
Jean-Philippe Faure Oleg Logvinov Phil Winston
Alex Gelman Ted Olsen Howard Wolfman
Paul Houzé Don Wright
* Member Emeritus
Also included are the following nonvoting IEEE-SA Standards Board liaisons:
Satish Aggarwal, NRC Representative

Richard DeBlasio, DOE Representative
Michael Janezic, NIST Representative
Catherine Berger
IEEE Standards Project Editor
Patricia Gerdon
IEEE Standards Program Manager, Technical Program Development
ix
Contents
1. Overview .................................................................................................................................................... 1
1.1 Scope ................................................................................................................................................... 2
1.2 Purpose ................................................................................................................................................ 2
1.3 Background.......................................................................................................................................... 2
1.4 Industry experience.............................................................................................................................. 3
2. Normative references.................................................................................................................................. 3
3. Definitions, acronyms, and abbreviations .................................................................................................. 4

3.1 Definitions ........................................................................................................................................... 4
3.2 Acronyms and abbreviations ............................................................................................................... 8
4. Phenomenon of a motor as a possible ignition source................................................................................ 9

4.1 Ignition overview............................................................................................................................... 10
4.2 Ignition components .......................................................................................................................... 10
4.3 Gas AIT and group designation ......................................................................................................... 11
4.4 Gas ingress......................................................................................................................................... 11
5. Common applications............................................................................................................................... 13

5.1 Common application conditions ........................................................................................................ 14
5.2 Surface temperatures ......................................................................................................................... 15
5.3 Sparking............................................................................................................................................. 15
5.4 General equipment considerations..................................................................................................... 15
5.5 Application considerations for motors 1000 V and below................................................................. 19
5.6 Application considerations for motors above 1000 V ....................................................................... 20
5.7 Application considerations for synchronous motors.......................................................................... 23
6. Uncommon application considerations..................................................................................................... 26

6.1 High or low ambient temperature ...................................................................................................... 26
6.2 High altitudes..................................................................................................................................... 26
6.3 Nonsinusoidal power or adjustable speed operations ........................................................................ 27
6.4 Duty cycle other than continuous ...................................................................................................... 30
6.5 Excessive starts.................................................................................................................................. 30
6.6 High inertia load ................................................................................................................................ 30
6.7 NEMA Design C or D and low inrush motors................................................................................... 31
6.8 Voltage and frequency variation........................................................................................................ 31
6.9 Overload ............................................................................................................................................ 32
6.10 Atmospheres with an AIT at or less than those of Table 1 .............................................................. 33
6.11 Motor exposed surface temperature above Table 1 values or above Class B rise ........................... 33
6.12 Other considerations ........................................................................................................................ 34
7. Operation and maintenance considerations .............................................................................................. 35

7.1 Commissioning considerations .......................................................................................................... 35
7.2 Maintenance considerations............................................................................................................... 36
8. Preferred motor internal surface temperature test methods ...................................................................... 37

8.1 Preferred motor rotor surface temperature test methods.................................................................... 38
8.2 Motor surface temperature test procedures........................................................................................ 38
Annex A (informative) Bibliography ........................................................................................................... 44
x
Annex B (informative) Regulations and standards for motors used in areas where flammable gases or
vapors may be present .................................................................................................................................. 48
B.1 Occupational Safety and Health Administration (OSHA) ................................................................ 48
B.2 National Fire Protection Association ................................................................................................ 48
B.3 American Petroleum Institute ........................................................................................................... 49
B.4 International standards ...................................................................................................................... 49
Annex C (informative) AIT and group designations for Class I materials ................................................... 51
C.1 AITs .................................................................................................................................................. 51
Annex D (informative) Motor enclosure types and protection techniques ................................................... 56
D.1 Open motor (IP00, IC01) .................................................................................................................. 57
D.2 Totally enclosed motor ..................................................................................................................... 58
D.3 Zone protection methods .................................................................................................................. 59
Annex E (informative) Motor information tables......................................................................................... 63
Annex F (informative) Multisection motor inspection procedure ................................................................ 67
Annex G (informative) Motor sparking considerations................................................................................ 68

G.1 General.............................................................................................................................................. 68
G.2 Motors over 1000 V.......................................................................................................................... 69
G.3 Sparking across bearing lubrication due to CMV ............................................................................. 72
Annex H (informative) Surface temperature study results and considerations............................................. 75

H.1 Hot motor surfaces............................................................................................................................ 75
H.2 Surface temperature study results ..................................................................................................... 76
H.3 Temperature test observations ........................................................................................................ 102
Annex I (informative) Motor surface temperature test methods and limitations........................................ 105
I.1 Infrared method ................................................................................................................................ 105
I.2 Thermocouples placed in the air gap................................................................................................ 106
I.3 Hot versus cold slip .......................................................................................................................... 106
I.4 Stator thermocouples........................................................................................................................ 107
I.5 Thermodynamic computer model..................................................................................................... 107
Annex J (informative) Event history .......................................................................................................... 108
xi
IMPORTANT NOTICE: This standard is not intended to ensure safety, security, health, or
environmental protection. Implementers of the standard are responsible for determining appropriate
safety, security, environmental, and health practices or regulatory requirements.
This IEEE document is made available for use subject to important notices and legal disclaimers.
These notices and disclaimers appear in all publications containing this document and may
be found under the heading “Important Notice” or “Important Notices and Disclaimers
Concerning IEEE Documents.” They can also be obtained on request from IEEE or viewed at
http://standards.ieee.org/IPR/disclaimers.html.
1. Overview
This guide is divided into several clauses. Clause 1 provides the scope of this guide. Clause 2 lists
references to other standards that are inclusive when applying this guide. Clause 3 provides definitions,
abbreviations, and acronyms that are either not found in other standards, or have been modified for use with
this guide. Clause 4 describes the phenomenon of a motor as a possible ignition source. Clause 5 provides
guidance for Common applications of motors in Class I, Division 2 and Class I, Zone 2 locations.
Consideration should be given to the maximum recommended Class I, Division 2 or Zone 2 exposed motor
surface temperatures described in 5.2 for Common applications. Clause 6 provides guidance for
Uncommon applications of motors in Class I, Division 2 and Class I, Zone 2 locations. Clause 7 discusses
the operating and maintenance considerations that mitigate hot surface temperatures and sparking,
specifically focusing on motors located in Class I, Division 2 or Zone 2 locations. Clause 8 describes
preferred test methods for determining internal motor surface temperatures for the purpose of applying
motors in Class I, Division 2 and Class I, Zone 2 locations.
Ten annexes are included: A) bibliography, B) regulations and standards for motors used in areas where
flammable gases or vapors may be present, C) AITs (autoignition temperature) and group designations for
Class I materials, D) motor enclosure types and protection techniques, E) motor information tables to check
a motor data sheet, F) multisection motor inspection procedure, G) motor sparking considerations, H)
surface temperature study results and considerations, I) motor surface temperature test methods and
limitations, and J) event history.
1
IEEE Std 1349-2011
IEEE Guide for the Application of Electric Motors in Class I, Division 2 and Class I, Zone 2 Hazardous (Classified) Locations
1.1 Scope
Three-phase and single-phase AC synchronous and induction electric motors in ratings 0.18 kW (1/4 hp)
and larger are covered in this guide. Primary emphasis is on the use of open or nonexplosionproof or
nonflameproof enclosed motors in Class I, Division 2 and Class I, Zone 2 locations as covered in National
Electrical Code® (NEC®) (NFPA 70-2011).1 Surface temperature test methods and sine wave and non-sine
wave applications are covered. Precautions against excessive surface temperatures and sparking are
included. To mitigate hot surface temperatures and sparking, this document provides guidance for
selecting, operating, and maintaining motors in Class I, Division 2 and Class I, Zone 2 locations. This guide
does not cover AC wound rotor motors and DC electric motors. Motors installed in locations other than
Class I, Division 2 and Class I, Zone 2 as covered in NFPA 70-2011 are not covered in this guide. This
document is not a specification and is not intended to be used as a specification for purchasing motors.
The voltage breaks in this document are 1000 V and less, and over 1000 V.
1.2 Purpose
Existing codes and standards contain cautionary notes for open or nonexplosionproof or nonflameproof
enclosed motors in Class I, Division 2 and Class I, Zone 2 locations as covered in the NEC. This guide
documents industry experience and established practices and provides guidance for applying motors in
these locations.
1.3 Background
As early as 1905, the National Electrical Code® (NEC®)2 recognized that a suitable enclosure would be
required when an electric motor was installed in the vicinity of combustible materials (National Electric
Code, 1905) [B54].3 In the early 1920s, the NEC began to designate and recognize flammable and
combustible materials by the current Class system without Division subcategories. With this system, an
electric motor located within a Class I location was required to have an explosionproof enclosure.
In 1931, Classes were introduced to the NEC; in 1935, Groups A, B, C, and D were added; and in 1947,
Divisions 1 and 2 were added. By allowing a Division 2 location to be individually evaluated on the basis
of the amount of material that may escape during abnormal operating conditions, adequacy of ventilation,
total area involved, and the history of the type of installation, the NEC allowed open-type,
nonexplosionproof electric motors to be installed in Division 2 locations. During this same period, electric
motor manufacturers also developed the totally enclosed, fan cooled (TEFC) motor. By 1947, the NEC
permitted open-type and TEFC motors “without brushes, switching mechanisms or integral resistance
devices” for installation in Division 2 locations. From that time until the mid-1980s, hundreds of thousands
of open-type and TEFC motors, ranging in size from fractional horsepower to over 10000 hp, had been
installed in Class I, Division 2 locations.
This guide addresses two Informational Notes for Division applications: Fine Print Note (FPN) No. 1 was
added to the NEC in 1984 to Section 501 and currently is in Section 501.125(B) Informational Note No. 1
as follows: “It is important to consider the temperature of internal and external surfaces that may be
exposed to the flammable atmosphere.”4 FPN No. 2 was added to the NEC in 1993 to Section 501 and
1
Information on references can be found in Clause 2.
2
NFPA 70®, National Electrical Code®, and NEC® are registered trademarks of the National Fire Protection Association, Quincy,
MA.
3
The numbers in brackets correspond to those of the bibliography in Annex A.
4
Reprinted with permission from NFPA 70®-2011, National Electrical Code® Copyright © 2010, National Fire Protection
Association, Quincy, MA. This reprinted material is not the complete and official position of the NFPA on the reference subject which
is represented only by the standard in its entirety.
2
IEEE Std 1349-2011
currently is in Section 501.125(B) Informational Note No. 2 as follows: “It is important to consider the risk
of ignition due to currents arcing across discontinuities and overheating of parts in multisection enclosures
of large motors and generators. Such motors and generators may need equipotential bonding jumpers across
joints in the enclosure and from enclosure to ground. Where the presence of ignitable gases or vapors is
suspected, clean-air purging may be needed immediately prior to and during start-up periods.” 5
In 1996, Zones were added to the NEC. This guide addresses two Informational Notes: Section 505.20(C),
Informational Note No. 1 and Informational Note No. 2, which were added to the NEC in 1999 for Zone
applications as follows: Section 505.20(C), Informational Note No. 1: “It is important to consider the
temperature of internal and external surfaces that may be exposed to the flammable atmosphere.”6 Section
505.20(C), Informational Note No. 2: “It is important to consider the risk of ignition due to currents arcing
across discontinuities and overheating of parts in multisection enclosures of large motors and generators.
Such motors and generators may need equipotential bonding jumpers across joints in the enclosure and
from enclosure to ground. Where the presence of ignitable gases or vapors is suspected, clean air purging
may be needed immediately prior to and during start-up periods.”7
Since the mid-1980s, at least eight events involving motors were documented (see Annex J). The extent of
these events ranged from internal explosions causing enclosure failure to visible sparking across enclosure
panels. In all cases, where the information is known, the motor sizes were over 5 MW or the motor voltage
ratings were over 6.0 kV.
Starting in the early 1990s a number of independent engineering groups conducted tests on open-type and
TEFC motors in flammable atmospheres. To date, most testing has involved manually filling a motor
enclosure with a flammable mixture and measuring the resulting atmospheric and motor characteristics
during motor starting, motor running, and motor overload conditions. Additional testing is expected to
continue to identify further those elements that contribute to the successful installation of motors in Class I,
Division 2 and Zone 2 locations.
1.4 Industry experience
By far the world’s largest user of open-type and TEFC motors in Class I, Division 2 and Zone 2 locations is
the petrochemical industry. Electric motors are used to drive centrifugal and positive displacement pumps,
compressors, mixers, fans, and blowers. The typical motor utilized has been an open-type or TEFC, squirrel
cage induction motor designed to operate at a fixed speed and started across the line with full rated voltage.
The petrochemical industry has experienced an excellent history utilizing these open-type and TEFC
motors in Class I, Division 2 and Zone 2 hazardous locations; see Haynes and Messec [B39]. For more than
60 years, there have been no known incidents caused by sparking or excessive surface temperatures
involving motor sizes up to 5 MW or motor voltage ratings up to 6.0 kV; see Bartels and Bradford [B16]
and BEAMA Ltd. [B66]. (Refer to Annex J.)
2. Normative references
The following referenced documents are indispensable for the application of this document (i.e., they must
be understood and used, so each referenced document is cited in text and its relationship to this document is
explained). For dated references, only the edition cited applies. For undated references, the latest edition of
the referenced document (including any amendments or corrigenda) applies.
5
See Footnote 4.
6
See Footnote 4.
7
See Footnote 4.
3
IEEE Std 1349-2011
API 541-2004, Form-Wound Squirrel-Cage Induction Motors—500 Horsepower and Larger, Fourth
Edition, June 2004.8
API 546-2008, Brushless Synchronous Machines—500 kVA and Larger, Third Edition, September 2008.
API 547-2005, General-Purpose Form-Wound Squirrel Cage Induction Motors—250 Horsepower and
Larger, First Edition, January 2005.
IEEE Std 303™-2004, IEEE Recommended Practice for Auxiliary Devices for Rotating Electrical
Machines in Class I, Division 2 and Zone 2 Locations.9, 10
IEEE Std 841™-2009, IEEE Standard for Petroleum and Chemical Industry—Severe Duty Totally
Enclosed Fan-Cooled (TEFC) Squirrel Cage Induction Motors—Up to and Including 370 kW (500 hp).
IEEE Std 1068™-2009, IEEE Standard for the Repair and Rewinding of AC Electric Motors in the
Petroleum, Chemical, and Process Industries.
NEMA MG-1-2009 (Revision 1-2010), Motors and Generators.11
NFPA 70-2011, National Electrical Code® (NEC®).12
3. Definitions, acronyms, and abbreviations
3.1 Definitions
For the purposes of this document, the following terms and definitions apply. The IEEE Standards
Dictionary: Glossary of Terms & Definitions should be consulted for terms not defined in this clause.13
abnormal operating condition: As applied to motors, including, but not limited to, starting, locked rotor,
voltage unbalance, overload, and short-circuit. As applied to equipment in classified locations, equipment
failure is considered to be an abnormal operating condition.
adjustable speed drive (ASD): An electric drive designed to provide easily operable means for speed
adjustment of the motor, within a specified speed range. (See IEEE Standards Dictionary: Glossary of
Terms & Definitions.)
ambient temperature: Ambient temperature is the temperature of the surrounding cooling medium, such
as gas or liquid, which comes into contact with the heated parts of the apparatus. (See NEMA MG-1.)
approved: Acceptable to the authority having jurisdiction.14
8
API publications are available from the American Petroleum Institute, 1220 L Street NW, Washington, DC 20005-4070, USA
(http://www.api.org/).
9
IEEE publications are available from the Institute of Electrical and Electronics Engineers, Inc., 445 Hoes Lane, Piscataway, NJ
08854, USA (http://standards.ieee.org/).
10
The IEEE standards or products referred to in this clause are trademarks of the Institute of Electrical and Electronics Engineers, Inc.
11
NEMA publications are available from the Global Engineering Documents, 15 Inverness Way East, Englewood, CO 80122, USA
(http://global.ihs.com/).
12
NFPA publications are available from Publications Sales, National Fire Protection Association, 1 Batterymarch Park, P.O. Box
9101, Quincy, MA 02269-9101, USA (http://www.nfpa.org/).
13
The IEEE Standards Dictionary: Glossary of Terms & Definitions is available at http://shop.ieee.org/.
14
See Footnote 4.
4
IEEE Std 1349-2011
autoignition temperature (AIT): The minimum temperature required to initiate or cause self-sustained
combustion of a solid, liquid, or gas independently of the heating or heated element.15
Class B rise: Based on a maximum 40 °C ambient, a motor stator temperature rise at 1.0 service factor of
80 °C (measured by resistance) or 80 °C, 85 °C, or 90 °C (measured by embedded detectors) in accordance
with NEMA MG-1-2009 (Revision 1-2010), depending on the motor size, motor type, enclosure type, and
voltage rating. The rise at 1.0 service factor corresponds to Class B type of insulation system in the NEMA
MG-1-2009 (Revision 1-2010) temperature rise tables.
Class I, Division 2: A location 1) in which volatile flammable gases, flammable liquid–produced vapors,
or combustible liquid–produced vapors are handled, processed, or used, but in which the liquids, vapors, or
gases will normally be confined within closed containers or closed systems from which they can escape
only in case of accidental rupture or breakdown of such containers or systems or in case of abnormal
operation of equipment, or 2) in which ignitable concentrations of flammable gases, flammable liquid–
produced vapors, or combustible liquid–produced vapors are normally prevented by positive mechanical
ventilation and which might become hazardous through failure or abnormal operation of the ventilating
equipment, or 3) that is adjacent to a Class I, Division 1 location, and to which ignitable concentrations of
flammable gases, flammable liquid–produced vapors, or combustible liquid–produced vapors above their
flash points might occasionally be communicated unless such communication is prevented by adequate
positive-pressure ventilation from a source of clean air and effective safeguards against ventilation failure
are provided. [See Section 500.5(B)(2) of the 2011 NEC.] 16
Class I, Zone 2: A location 1) in which ignitable concentrations of flammable gases or vapors are not
likely to occur in normal operation and, if they do occur, will exist only for a short period; or, 2) in which
volatile flammable liquids, flammable gases , or flammable vapors are handled, processed, or used but in
which the liquids, gases, or vapors normally are confined within closed containers of closed systems from
which they can escape, only as a result of accidental rupture or breakdown of the containers or system, or
as a result of the abnormal operation of the equipment with which the liquids or gases are handled,
processed, or used; or, 3) in which ignitable concentrations of flammable gases or vapors normally are
prevented by positive mechanical ventilation but which may become hazardous as a result of failure or
abnormal operation of the ventilation equipment; or, 4) that is adjacent to a Class I, Zone 1 location, from
which ignitable concentrations of flammable gases or vapors could be communicated, unless such
communication is prevented by adequate positive pressure ventilation from a source of clean air and
effective safeguards against ventilation failure are provided. [See Section 505.5(B)(3) of the 2011 NEC.]17
Common application: A Common application in Class I, Division 2 or Class I, Zone 2 location is where a
synchronous or low-slip (typically less than 3%) induction motor is operating at rated or below full-load
steady-state conditions and within the defined parameters.
NOTE—The defined parameters for Common applications are provided in 5.1.18
Common ASD application: A Common ASD application in Class I, Division 2 or Class I, Zone 2 location
is where a synchronous or low-slip (typically less than 3%) induction motor is operating within the defined
parameters.
NOTE—The defined parameters for Common ASD applications are provided in 6.3.2.
common-mode voltage (CMV): In the context of adjustable speed drives (ASDs), CMV is the
displacement of the neutral point (and each phase voltage) of the ASD output from ground due to the
15
Reprinted with permission from NFPA 497, Recommended Practice for the Classification of Flammable Liquids, Gases or Vapors
and of Hazardous (Classified) Locations for Electrical Installations in Chemical Process Areas. Copyright © 2008, National Fire
Protection Association, Quincy, MA. This reprinted material is not the complete and official position of the NFPA on the reference
subject which is represented only by the standard in its entirety.
16
See Footnote 4.
17
See Footnote 4.
18
Notes in text, tables, and figures are given for information only and do not contain requirements needed to implement the standard.
5
IEEE Std 1349-2011
switching of the solid state devices in the drive. It is an alternating voltage whose magnitude and frequency
components are dependent on the drive topology. All present drive topologies create CMV to some extent.
CMV can also be created at the motor if phase circuit conductors, unsymmetrical with respect to the
equipment grounding conductor(s) or grounded sheaths or raceways, are used between the ASD output and
the motor.
continuous duty: Operation at a substantially constant load for an indefinitely long time. This is also
known as continuous rating in NEMA MG-1.
corona: A type of localized discharge resulting from transient gaseous ionization on an insulation system
when the voltage stress exceeds a critical value. The ionization is usually localized over a portion of the
distance between the electrodes of the system. (Corona activity can result in surface discharges and surface
tracking on motor windings.) Corona is visible partial discharges in gases adjacent to a conductor. (See
IEEE Std 1434 [B50].)
explosionproof equipment: Equipment enclosed in a case that is capable of withstanding an explosion of a

specified gas or vapor that may occur within it and of preventing the ignition of a specified gas or vapor
surrounding the enclosure by sparks, flashes, or explosion of the gas or vapor within, and that operates at
such an external temperature that a surrounding flammable atmosphere will not be ignited thereby.19
exposed surface: A surface that is internal to an enclosure or an external surface of an enclosure that could
be exposed to the surrounding flammable atmosphere, without the benefit of an enclosure that would
contain an explosion or exclude the hazardous gas. (An exposed internal surface may be the rotor, stator, or
space heater surfaces of open and totally enclosed fan cooled (TEFC) motors. An exposed external surface
is the exterior surface, which could be exposed to the surrounding flammable atmosphere such as the
exterior surface of explosionproof, pressurized, or force ventilated enclosures.)
identified: (as applied to equipment). Recognizable as suitable for the specific purpose, function, use,
environment, application, and so forth, where described in a particular Code requirement.20
IC Code: The IC Code designates the method of electrical machine cooling as described in NEMA MG-1,
Part 6.
IP Code: The IP Code designates the degree of protection provided by the enclosure of a rotating machine
as described in NEMA MG-1, Part 5.
listed: Equipment, materials, or services included in a list published by an organization that is acceptable to
the authority having jurisdiction and concerned with evaluation of products or services, that maintains
periodic inspection of production of listed equipment or materials or periodic evaluation of services, and
whose listing states that either the equipment, material, or service meets appropriate designated standards
or has been tested and found suitable for a specified purpose.21
maximum experimental safe gap (MESG): The maximum clearance between two parallel metal surfaces
that has been found, under specified test conditions, to prevent an explosion in a test chamber from being
propagated to a secondary chamber containing the same gas or vapor at the same concentration.22
minimum igniting current (MIC) ratio: The ratio of the minimum current required from an inductive
spark discharge to ignite the most easily ignitable mixture of a gas or vapor, divided by the minimum
current required from an inductive spark discharge to ignite methane under the same test conditions.23
19
See Footnote 4.
20
See Footnote 4.
21
See Footnote 4.
22
See Footnote 15.
6
IEEE Std 1349-2011
minimum ignition energy (MIE): The minimum energy required from a capacitive spark discharge to
ignite the most easily ignitable mixture of a gas or vapor.24
multisection motor: A motor whose construction utilizes a component block approach in the assembly of
the enclosure, that is, the enclosure has a number of bolted joints which could connect together the stator
frame, the ventilation hood, the motor base, the bearing supports, and enclosure covers.
NEMA frame: This refers to the NEMA MG-1 system of a standardized frame designation for AC
machines including 449 frame size and smaller. NEMA MG-1-2009 (Revision 1-2010), Part 4 provides
critical mounting dimensions for each frame size.
normal operating condition: As applied to motors, a normal operating condition is operating at rated full-
load steady state conditions.25 Locked-rotor, starting, single-phasing, and operating above base nameplate
kilowatt or horsepower are not normal operating conditions.
overload: Loading in excess of normal rating of equipment. For a motor, it is considered overloaded when
operated above its base nameplate kilowatt or horsepower.
partial discharge: A localized electric discharge resulting from ionization in an insulation system when
the voltage stress exceeds the critical value. This discharge partially bridges the insulation in the voids
internal to the motor winding insulation.
per unit torque: Per unit torque is the test value of load torque divided by the motor rated torque at
nameplate rated conditions, such as rated voltage and rated frequency.
NOTE—As applied in Annex H.
service factor: A multiplier that, when applied to the rated power, indicates a permissible power loading
that may be carried under the conditions specified for the service factor.
spark: A sudden and irreversible transition from a stable corona discharge to a stable arc discharge. It is a
luminous electrical discharge of short duration between two electrodes in an insulating medium. It is
generally brighter and carries more current than corona, and its color is mainly determined by the type of
insulating medium. It generates radio noise of wider frequency spectrum (extending into hundreds of
megahertz) and wider magnitude range than corona. A spark is not classified as corona. Sparking can also
include static discharge, sparking due to mechanical contact, and capacitive discharges (i.e., across bearing
oil film and separating switch contacts).
Uncommon application: An Uncommon application in Class I, Division 2 or Class I, Zone 2 locations is

where the motor is operating or applied outside the defined parameters for Common applications.
NOTE—Operating or applied outside those defined parameters for Common application given in 5.1.
Uncommon ASD application: An Uncommon ASD application in Class I, Division 2 or Class I, Zone 2
locations is where the motor is operating or applied outside the defined parameters for Common ASD
applications.
NOTE—Operating or applied outside those defined parameters for Common ASD applications given in 6.3.2.
23
See Footnote 15.
24
See Footnote 15.
25
See Footnote 4.
7
IEEE Std 1349-2011
3.2 Acronyms and abbreviations
AFD adjustable frequency drive (ASD is the IEEE preferred term)

AHJ authority having jurisdiction
AIT autoignition temperature
API American Petroleum Institute
ASD adjustable speed drive
ASTM American Society for Testing and Materials
CEC Canadian Electrical Code
CENELEC European Committee for Electrotechnical Standardization
CMV common-mode voltage
CSA Canadian Standards Association International
DPFV Dripproof Forced Ventilated
FLC full-load current
FLT full-load torque
FPN Fine Print Note (formerly used in the NEC)
IC IC Code
IEC International Electrotechnical Commission
IP IP Code
LCI Load Commutated Inverter
LFL lower flammable limit
LRC locked rotor current
MESG maximum experimental safe gap
MIC minimum igniting current
MIE minimum ignition energy
MOV metal oxide varistor
NEC National Electrical Code
NEMA National Electrical Manufacturers Association
NFPA National Fire Protection Association
ODE opposite drive end
ODP open dripproof
OEM original equipment manufacturer
PWM pulse-width modulation
RP recommended practice
RPM revolutions per minute
RTD resistance temperature detector
SCR silicon controlled rectifier
8
IEEE Std 1349-2011
SF service factor
T Code Temperature Code or Identification Number per 2011 NEC Table 500.8(C)
TEAAC totally enclosed air-to-air cooled
TEFC totally enclosed fan cooled
TEFV totally enclosed force-ventilated
TENV totally enclosed nonventilated
TEPV totally enclosed pipe-ventilated
TEWAC totally enclosed water-to-air cooled
TFE tetrafluoroethylene
UFL upper flammable limit
UL Underwriters Laboratories Inc.
VFD Variable Frequency Drive (ASD is the IEEE preferred term)
VSD Variable Speed Drive (ASD is the IEEE preferred term)
WPI weather protected Type I
WPII weather protected Type II
4. Phenomenon of a motor as a possible ignition source

The phenomenon of a motor being a possible ignition source in a Class I, Division 2 or Class I, Zone 2
location is discussed in this clause. One of the steps in selecting the proper motor for a location is
determining the area classification where the motor will be located; this document(s) identifies possible
fuel sources and their characteristics. As a consequence of facility improvements, a particular facility’s area
classification may have changed from when the facility first went into service.
NOTE—As an example, significant improvements have been made over the years in equipment integrity, which has
resulted in an improved general safety record of petrochemical process plants. This is due to the following:
Improved equipment and containment measures.

Reduction in accidental and escaping emissions.
Improved understanding of the processes and their control requirements.
Advances in use of computerized control techniques.
Improvements in reclamation of volatile fluids (e.g., orifices that were normally open to the atmosphere during
tank filling operations may now be closed vent systems).
Improvements to sample lines in relation to their attachment points and/or their placement position in relation
to drains.
Improvements to drainage systems, e.g., open drains have been converted to closed drains or modified to
prevent hydrocarbon accumulation.
A common practice in petrochemical facilities is to specify that electrical equipment be designed for Class
I, Division 2 or Zone 2 locations even when originally placed in an unclassified location to prepare for
potential future facility modifications. Refer to API RP 500 [B11], API RP 505 [B12], NFPA 497-2008
[B59] and the 2011 NEC for guidance when determining area classifications and equipment requirements.
For motor applications, there are basically two potential types of ignition sources: hot surface temperatures
and sparking. Mitigating hot surfaces and sparking conditions or containing sparking in approved
enclosures are paramount to preventing ignition events caused by motors or their accessories. Sparking is
9
IEEE Std 1349-2011
discussed in Annex G. Surface temperatures are discussed in Annex H. The phenomenon of a motor
causing an ignition is discussed in 4.1 through 4.4.
4.1 Ignition overview
For a fire or explosion to occur, three things are needed: oxygen (air), a source of fuel, and an ignition
source (heat or spark), which are discussed in 4.2. The characteristics of the fuel are critical to determining
potential ignition sources. One of the critical characteristics of flammable gases and vapors is the
autoignition temperature (AIT). The group designation of flammable gases and vapors is also important for
the design of enclosures. These characteristics are described in 4.3.
External surfaces can come into contact with gas releases, so external surface temperatures should be
considered potential ignition sources. If the gas can enter the motor enclosure, then internal surface
temperatures may need to be considered as potential ignition sources. Motor enclosure gas ingress is
discussed in 4.4.
Under normal operating conditions, the exposed surface temperatures should be within acceptable limits,
specifically, below the AIT of the potential flammable gases or vapors; and there should not be any
sparking devices, except inside enclosures approved to contain such events. Experience has shown that the
probability of the three ignition components (air, fuel, and ignition source) being present simultaneously
and an ignition occurring is very small. (See API 2216-2003 [B8], Bredthauer et al. [B21], Buschart et al.
[B23], and Hamer et al. [B36].)
4.2 Ignition components
Ignition is the process or means of igniting a fuel mixture, and igniting causes a fuel mixture to burn or
cause combustion. Combustion is simply a rapid oxidation reaction that is accompanied by the emission of
energy in the forms of heat and light. It normally takes place in air, which is composed of approximately
21% oxygen. In order for combustion to occur, a Class I material, such as gasoline, would be present and
there would be enough oxygen to sustain combustion as well as enough heat to raise the Class I material to
its ignition temperature; see API 2216-2003 [B8]. This is often represented as a fire triangle, as shown in
Figure 1.
Figure 1 —Fire triangle
10
IEEE Std 1349-2011
4.3 Gas AIT and group designation
The AIT of a flammable gas or vapor is important in determining the acceptability of equipment that
operates at relatively high exposed surface temperatures (above 100 qC). Explosionproof equipment is
designed with an external surface temperature below the AIT, but the internal temperature can be above the
AIT. The explosionproof enclosures contain an internal explosion and prevent the hot explosive gases from
igniting the surrounding flammable atmosphere by cooling the gases as they exit the enclosure. The surface
temperature of all exposed internal and external components of general-purpose equipment should also be
below the AIT of potential flammable sources so that the surface does not become a potential ignition
source.
The tests conducted by the IEEE P1349 Working Group confirmed that materials ignited in operating
motors at higher temperatures than published AIT values. The Working Group test results are summarized
in H.2.1.
The group designation reflects that different gases and vapors cause varying maximum explosive pressures
when ignited and is characterized by different maximum experimental safe gaps (MESGs). Enclosures
designed to contain/cool an explosion have group designations and are applied within their listed, labeled,
and/or tested group(s) for which they were approved.
For additional information, Annex C describes the AIT characteristics of flammable gases and vapors. The
AITs of components are in NFPA 497-2008 [B59] and ANSI/ISA TR 12.13.01-1999 (R2005) [B7]. The
AIT of mixtures can be determined by testing using the methods described in Annex C. Gas mixture
flammability (UFL and LFL) and Gas Group classification can sometimes be approximated using Le
Chateleier’s method described in the Bozek and Rowe paper [B20]. See NFPA 497-2008 [B59] also for
information on Le Chateleier’s method. Group designations are defined in the 2011 NEC and single
components are in NFPA 497-2008 [B59].
4.4 Gas ingress
Gases and vapors infiltrate most types of motor enclosures with the exception of forced ventilated or inert
gas-filled motors when the protection system is working properly. The rate at which the gas exchange
occurs is a function of many factors.
Open-type motors have a rapid exchange because the gas can readily enter the motor through the
ventilation openings. For the open dripproof (ODP) and similar enclosures, any gas release surrounding the
motor is taken directly into the motor along with the cooling air. The gas is rapidly mixed with the cooling
air and diluted. In the motor air gap, a laminar-to-turbulent flow exists. Close to the rotor surface, there is a
narrow band of air only a few molecules thick that moves with the rotor and tends to act as a thermal
barrier between the rotor surface and the gas in the air gap annulus. While the rotor is spinning, this thin
band prevents the gas from igniting even if the rotor surface temperature is higher than the published AIT,
similar to experiences described in API 2216-2003 [B8]. As the motor speed approaches zero, this thermal
barrier influence diminishes. Therefore, the worst case for open motors occurs just after the hot motor
stops. See Figure 2 for an illustration of the free exchange of outside atmosphere to the inside of the motor
enclosure.
11
IEEE Std 1349-2011
Source: Courtesy of General Electric.
Figure 2 —Large motor with a top hat showing the free exchange of outside atmosphere
For TEFC motors, gas in the surrounding atmosphere enters the motor enclosure whenever the interior
pressure is negative. This happens when the motor is subjected to a drop in operating temperature, for
example when there is a drop in load, a shutdown, or other event causing a drop in operating temperature.
The worst case for high gas concentrations inside the TEFC motor is whenever the gas release occurs while
the motor is cooling down at shutdown. Tests done on totally enclosed motors have shown gas/air exchange
rates from a few minutes to several hours. For totally enclosed motors many factors such as fits, clearances,
gaskets, temperature differentials, and locations are factors that affect the rate of gas exchange.
In 1994, an IEEE paper by Buschart et al. [B23] presented some considerations regarding the application of
totally enclosed motors in Class I, Division 2 locations. This paper showed that gas ingress was possible
into totally enclosed motors based on testing. Conditions affecting gas ingress were presented. The paper
also discussed motor internal temperatures and the relationships to AITs of potentially hazardous materials
that might enter the motor (see 4.3). Normal and abnormal operating conditions that affect motor internal
temperatures were discussed.
12
IEEE Std 1349-2011
5. Common applications
Clause 5 provides guidance for Common applications of motors in Class I, Division 2 and Zone 2 locations.
The typical rotor operating temperatures shown in Table 1 for motors at full load have been shown by
experience not to be an ignition source for motors applied in Class I, Division 2 or Zone 2 locations. The
temperatures shown in Table 1 (see also the conditions stated in the footnotes) should permit application of
standard, off-the-shelf motors meeting the Common application conditions of 5.1 when used with
equipment handling materials having AITs above 200 °C. Motor manufacturers and users should discuss
applications, and sound engineering judgment should be used.
Table 1 —Motor operating temperatures for common application conditionsa
Maximum
Typical rotor
recommended
operating
Size Enclosure types Rotor cooling typeb exposed surface
temperatures at full
temperature at full
loadc (°C)
load (°C)
Single phase
Up to 1.5 kW (2 hp), Explosionproof UL All — Per UL listing and T

With arcing device 674 listed [B70] Code labeld
Three phase—NEMA frame sizes

e
Up to 340 kW ODP Nonducted 110–150 200
(450 hp) ventilation
Up to 300 kW TEFC Nonducted or axial 115–165 200

(400 hp) duct ventilation
Three phase—above NEMA frame sizes
150 to 300 kW TEFC Nonducted or axial 125–185 200

(200 to 400 hp) duct ventilation
Above 300 kW 115–200 200

(400 hp)
Above 300 kW WPII Nonducted or axial 105–190 200

Above 300 kW TEFV & TEWAC Nonducted or axial 85–110 180

f
Above 110 kW All Axial duct and radial 80–140 180
a
Table 1 is based on a small sampling of motors. Engineering judgment should be used and users should confer with the motor
manufacturer. Temperatures are based on Class B rise at 1.0 SF, low-slip and synchronous motors, with a 40 °C ambient, rated voltage,
and rated frequency.
b
See H.1.2 for a discussion of the rotor cooling types. See also Figure 2, which shows axial and radial ventilation ducts in the rotor.
c
Average rotor temperature of tested and calculated values within 1 standard deviation (rounded up or down to the nearest 5°). (See
Table H.8, Table H.9, Table H.10, Table H.11, Table H.13, Table H.14, Table H.15, and Table H.16.)
d
Refer to Table H.7 and Annex I for more information on UL 674 surface temperature testing. For explosionproof motors, the group
and T Code are on the motor nameplate. (Refer to the 2011 NEC.)
e
Typical range is primarily based on motor manufacturer’s calculated rotor temperatures on NEMA Design B motors. (Refer to Table
H.8.)
f
Radial ventilation is currently not used for NEMA frame-sized TEFC enclosures and is rare for above NEMA frame-sized TEFC
enclosures.
13
IEEE Std 1349-2011
Motors should have exposed surface temperatures at or below the maximum Class I, Division 2 or Zone 2
exposed surface temperature in Table 1 when: 1) built in accordance with NEMA MG-1-2009 (Revision 1-
2010), IEEE Std 841-2009, API 547-2005, API 546-2008, and/or API 541-2004, and 2) applied within the
Common application conditions outlined in 5.1.
The majority of motors applied in Class I, Division 2 or Zone 2 locations conform to one or more of the
above standards without special requirements. Most of the AITs shown in NFPA 497-2008 [B59] and for
example encountered in the petrochemical industry are above 200 qC. Some applications have products,
gases, and vapors with AITs 200 qC or less, which are considered Uncommon applications. Few motor
applications in Class I, Division 2 or Zone 2 locations should require special motor designs. For Class I,
Division 2 and Zone 2 applications, this is only a guide; engineering judgment should always be used, and
users should always confer with the motor manufacturers.
When applying a motor under conditions other than those in 5.1 in a Class I, Division 2 or Class I, Zone 2
locations, users should discuss the application with the motor manufacturer regarding the maximum
exposed motor surface temperature. Hotter surface temperatures can occur under Uncommon application
conditions, which are discussed in Clause 6.
5.1 Common application conditions
This subclause defines the parameters for Common application conditions for motors in a Class I, Division
2 and Zone 2 location as follows:
a) The maximum recommended Class I, Division 2 or Zone 2 exposed motor surface temperature
should be as shown in Table 1 and should be less than the AIT.
b) Motors should have a maximum Class B rise at 1.0 service factor when tested with sine wave
power at rated nameplate conditions. Refer to NEMA MG-1-2009 (Revision 1-2010), Parts 12.43,
12.44, 20.7, and 20.8.
c) Motors should be operated at or below their base nameplate kilowatt or horsepower.
d) The ambient temperature range should be –15 °C to 40 °C for grease-lubricated bearings, 0 °C to
40 °C for oil-lubricated bearings or 5 °C to 40 °C when water cooling is used.
e) The maximum altitude should not exceed 1000 m above sea level.
f) The motors should have sine wave power and fixed speed operation.
g) The motors should be designed for continuous duty operation.
h) The number of starts should not exceed the motor’s design limitations.
i) The load inertia should be within NEMA MG-1-2009 (Revision 1-2010) requirements.
j) Induction motor torque and speed characteristics at rated load should be low slip (e.g., NEMA
Design A or B for NEMA Frame size motors, typically less than 3%).
k) The voltage or frequency variation should not exceed 10% of rated voltage or 5% of rated
frequency or a combination of not more than r10%.
l) The voltage unbalance should be within 1%.
Motors that are applied in conditions other than the Common application conditions defined above require
special consideration by the applications engineer and possibly the motor manufacturer. Refer to Clause 6
for Uncommon applications.
14
IEEE Std 1349-2011
5.2 Surface temperatures
As described in the 2011 NEC Section 501.125(B) Informational Note No. 1, “It is important to consider
the temperature of internal and external surfaces that may be exposed to the flammable atmosphere.”26 The
typical and maximum temperatures given in Table 1 are based on motor tests and calculations conducted by
companies participating in the development of this guide and the experiences of the Working Group
participants. A summary of the tests conducted by the Working Group is in H.2.2. Some of the test and
calculation data from motor manufacturers are presented in H.2.3 in Table H.7 through Table H.17. Some
of the test data from motor manufacturers using ASDs are presented in H.2.4 in Table H.18 through Table
H.20. Other test data are in Hamer et al. [B36]. The sample group of motors tested is small compared to the
number of motors in service.
5.3 Sparking
Sparking in motors is not expected under normal conditions and Common application conditions except
from auxiliary devices, temperature/overload switches, centrifugal switches used in single-phase motors,
and in some motors with higher voltages, particularly with high speeds. Refer to IEEE Std 303-2004 for
proper application of auxiliary devices in Class I, Division 2 and Zone 2 locations. Sparking that can occur
is discussed in Annex G.
5.4 General equipment considerations
The following subclauses describe general equipment considerations that apply to motors applied in Class
I, Division 2 or Zone 2 locations in Common applications.
5.4.1 Enclosures
General-purpose enclosures are acceptable in Class I, Division 2 or Zone 2 locations for nonsparking
devices as long as surface temperatures meet the requirements of the 2011 NEC. See NEC Sections
501.125(B) and 505.20(C) Exception 4. Enclosures meeting the requirements of Class I, Division 1
locations can be used in Class I, Division 2 or Zone 2 locations provided that they are applied within the
equipment listing or labeling requirements. For example, explosionproof motors or flameproof [Zone
protection method “d”, ref. NEC 505.8(A)] are required to be applied within their “T” Code and group
designation indicated on their nameplate.
The more commonly applied open-type and totally enclosed type motor enclosures applied in the
petrochemical industry are described in Annex D. Other selections of open-type motors are described in
NEMA MG-1-2009 (Revision 1-2010) Part 1.25, and totally enclosed type motors are described in NEMA
MG-1-2009 (Revision 1-2010), Part 1.26. Within the enclosures options, the most commonly applied are
the weather protected Type I (WPI or IP23), weather protected Type II (WPII or IP24W), totally enclosed
fan-cooled (TEFC or IP44/54), explosionproof (TEFC-XP or IP44/54), totally enclosed water-to-air cooled
(TEWAC or IP54), and totally enclosed air-to-air cooled (TEAAC or IP54). In some cases, these base
enclosures are modified for forced ventilation. Refer to Annex D for further discussion on the selection of
motor enclosures.
Open drip proof enclosures are generally not recommended for use in Class I, Division 2 or Zone 2 dirty
environments because the contaminants add to the surface heating in the motors, and in higher voltage
motors winding contamination can lead to corona and surface tracking as discussed in Dymond et al. [B33].
26
See Footnote 4.
15
IEEE Std 1349-2011
For Zone applications, NEC Section 505.8 defines several protection techniques applicable to motors,
namely, flameproof (“d”), purged and pressurized (“p”, “px”, or “py”), and increased safety (“e”), all
suitable for Class I, Zone 1 and Zone 2. The purged and pressurized (“pz”) and non-sparking (“nA”)
protection techniques are only suitable for Class I, Zone 2 use. These protection methods are further
discussed in Annex D.
For locations where liquid or condensed vapors may accumulate within a motor enclosure, the motor
should be equipped with breather-drainage fittings suitable for the location, as noted in 2011 NEC 501.15
(F)(2) and NEC 505.16(E)(2).
5.4.2 Fans and ventilation systems
For motors over 1000 V, motors of the forced ventilated/air over designs (e.g., pipe ventilated or WPII
where the air is ducted from another cooling source) typically use blowers driven by TEFC or IP44/54
motors that are suitable for Class I, Division 2 or Zone 2 applications. In the event of ventilation failure, an
alarm or an indicator may be appropriate for type Z purging per NFPA 496-2008 [B58].
TEPV or TEFV or TEAAC or IP44/54 motors where cooling is required external to the motor, the fans, fan
assembly and ventilation systems should be non-sparking construction. Motors and auxiliary devices
operating such systems should be suitable for Class I, Division 2 or Zone 2 locations. Motors with internal
fan systems for WPII or open type should be designed non-sparking type construction.
Plastic fans should be fabricated of a non-sparking, semiconductive material to prevent sparking due to
mechanical contact or static discharge. Other materials suitable for the environment commonly used are
aluminum (with copper content of less than 0.2%), bronze, reinforced conductive plastic (to bleed off static
charges), or epoxy-coated steel.
For motors over 1000 V and/or larger horsepower motors, fans are often made of metal, e.g., bronze, steel,
or aluminum. For metal fans, consideration should be given to nonsparking materials (i.e., aluminum), but
the condition of a fan rubbing is not considered a normal condition. The cooling fan assembly and materials
should be designed to prevent sparking as a result of mechanical contact or static discharge.
5.4.3 Accessories
Motor auxiliary devices should be of the nonsparking type, nonincendive, hermetically sealed, or be
installed in an explosionproof enclosure.
Examples of sparking devices are temperature switches, vibration switches, shaft grounding brushes, zero-
speed switches, certain types of motor winding temperature sensors (e.g., thermal bi-metallic switch
elements), leak detector switches, relays, fuses, etc. These devices should be installed in enclosures suitable
for the Class, Group, and Division or Zone; or the switch contacts should be hermetically sealed.
Examples of nonsparking devices are auxiliary fans, resistance temperature detectors, thermocouples, space
heaters, current transformers, motor surge capacitors, gapless type arresters, noncontacting shaft vibration
probes and their oscillator/demodulators (drivers), partial discharge sensors, and other devices that do not
spark during normal operation. These devices are typically installed in general-purpose enclosures,
typically metallic, unless other environmental considerations suggest a different type enclosure.
The more commonly applied accessories are discussed in 5.4.3.1 through 5.4.3.5. Additional information
on other auxiliary devices is in IEEE Std 303-2004.
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IEEE Std 1349-2011
5.4.3.1 Heaters
Moisture on motor windings can lead to premature aging and even motor winding failures. To prevent
moisture condensation when the motor is not in operation, space heater(s) can be installed to maintain the
internal temperature of the motor approximately 5 qC above the ambient temperature. Large terminal
boxes, especially those with accessories such as surge protection, may also be equipped with space heaters
to prevent moisture condensation, thereby reducing contamination of insulator surfaces and corrosion. In
addition, heaters submerged in the oil reservoir may be used for motors equipped with oil-lubricated
bearings that are exposed to low ambient temperatures. The purpose of this oil heater is to maintain the oil
temperature high enough to permit adequate lubrication of the bearing. Thermostats, suitable for the area
classification, or other means should be installed to control the required oil temperature, typically 10–15 °C
above the ambient temperature when motor is not operating. Bearing oil heaters should not be energized in
the absence of oil.
2011 NEC Section 501.125(B) requires space heaters be identified for use in Class I, Division 2 location or
the maximum exposed surface temperature (based on a 40 qC ambient) should not exceed 80% of the AIT
when operated at rated voltage. (To correspond to an AIT of 200 qC, the maximum space heater surface
temperature would be 160 qC.) 2011 NEC Section 505.20(C) requires space heaters be listed for use in
Class I, Zone 2 location.
Heaters are usually resistance heating devices, either of the cartridge type, strip type, or the flexible strip
type. All types can be used for winding or terminal box space heaters, but cartridge types are generally used
for lube oil heaters. The flexible strip-type heater is typically mounted by wrapping it around the stator end
windings. Flexible strip heaters wrapped around the end windings will reduce the clearance between
adjacent coils, which could increase the chances for corona and discharges between coils, particularly on
motors over 1000 V. Care must be taken to insure adequate clearances are maintained to prevent discharges
between coils due to restricted clearances. Precautions should be taken to avoid excessive temperatures on
flexible strip-type space heaters, which are in direct contact with the stator winding. The total strip heater
temperature is the winding temperature plus the heater temperature rise. When used for heating motor
windings, the cartridge-type or strip type heater is mounted in a space adjacent to the winding. Therefore, it
typically requires higher wattage than the flexible strip heater because it first heats the air around it, which
then heats the windings of the motor.
Stator winding space heater circuits should be designed so that the heater is energized only when the motor
is not in operation. If the stator winding is hot when the space heater is energized, the temperature may be
too high for the winding insulation or for the hazardous location.
5.4.3.2 Surge arresters and capacitors
Nonsparking surge arresters, such as metal oxide varistor (MOV), sealed type, and specific duty surge
protective capacitors can be installed in general-purpose type enclosures. Surge protection types other than
those described above require enclosures approved for Class I, Division 1 locations or Zone 1 locations.
[See 2011 NEC Article 501.35(B) and 505.20(C).]
NOTE—For a motor application, using three single-phase specific duty surge capacitors avoids phase-phase short-
circuit faults within the capacitor.
5.4.3.3 Brakes
Brakes are typically mechanical friction devices used for the purpose of either holding a fixed load or
producing torque to decelerate a load. When a mechanical friction brake is used to hold a static load, the
heat generation is negligible.
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IEEE Std 1349-2011
5.4.3.4 Shaft grounding brushes and insulated bearings
Shaft voltage was historically only a concern for motors over 1000 V, but the shaft voltage may be a
concern for motors 1000 V and below where adjustable speed drives (ASDs) are used. Motor
manufacturers should be consulted regarding the applicability of shaft grounding brushes. Shaft voltages
can result in the flow of destructive currents through motor bearings, manifesting themselves through
pitting of the bearings, scoring of the shafts, and eventual bearing failure. Bearing currents can be attributed
to the following three different causes: electromagnetic asymmetries, capacitively coupled bearing
voltages, and circulating currents created by operation with some ASDs.
The method of protecting bearings against bearing currents depends on the root cause of shaft voltages.
This is application/design specific. In some cases, insulating one bearing is sufficient, but in other cases
both bearings should be insulated. When both motor bearings are insulated, the shaft voltage can be
transferred to the driven equipment; and in this case, insulating the coupling should be considered. In
extreme cases, a combination of insulated bearings with either shaft grounding brushes or an insulated
coupling should be considered. These extreme cases typically occur when motors are operated on ASDs.
Because shaft-grounding brushes are inherently sparking devices, if used in classified areas, they should be
contained in explosionproof or purged and pressurized (see NFPA 496-2008) housings or use other
approved means to provide suitable guarding of the sparking brushes in accordance with 2011 NEC
501.125 (B), for Class I, Division 1 locations or are identified for use in Class I, Division 2 as per
501.105(B); or 2011 NEC 505.20 (C) for Class I, Zone 2 locations. That is not to say that the motor itself
should be explosionproof, but rather the shaft grounding assembly itself.
5.4.3.5 Nameplate markings
No special nameplate markings are required as noted in the 2011 NEC, Article 501.125 (B): “In Class I,
Division 2 locations, the installation of open or nonexplosionproof enclosed motors, such as squirrel-cage
induction motors without brushes, switching mechanisms, or similar arc-producing devices that are not
identified for use in a Class I, Division 2 location, shall be permitted.”27 Likewise, as noted in 2011 NEC
Article 505.20(C) Exception #4, “In Class I, Zone 2 locations, the installation of open or nonexplosionproof
or nonflameproof enclosed motors, such as squirrel-cage induction motors without brushes, switching
mechanisms, or similar arc-producing devices that are not identified for use in a Class I, Zone 2 location
shall be permitted.”28
Increased Safety “e” Motors identified for Class I, Zone 1, as per NEC 2011 505.22 are permitted in Class
I, Zone 2.
General-purpose motors can be marked in accordance with NEMA MG-1-2009 (Revision 1-2010), IEEE
Std 841-2009, API 547-2005, API 546-2008, API 541-2004, and/or the 2011 NEC. It is not necessary to
put temperature codes, maximum surface temperature, or “designed for Division 2 or Zone 2” on the
nameplate. However, users may choose to put additional information, such as these, on the nameplate
because the users do not produce the nameplates, but can specify additional markings if desired.
Motors listed by third party approval agencies are required to have nameplate markings in accordance with
applicable testing standards. For example, the nameplate for an explosionproof single-phase motor listed by
a Nationally Recognized Testing Laboratory should show the Class, Division, Group, and Temperature
Code classification and/or Class, Zone, Group, and Temperature Code classification.
If the motor has a space heater, then the space heater should have a nameplate in accordance with the 2011
NEC showing a T Code or a maximum temperature based on a 40 qC ambient.
27
See Footnote 4.
28
See Footnote 4.
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IEEE Std 1349-2011
5.5 Application considerations for motors 1000 V and below
This subclause describes specific application considerations that apply to motors 1000V and less. These
considerations are in addition to the general considerations for motors applied in Class I, Division 2 or
Zone 2 locations, discussed in 5.4 and the Common application considerations in 5.1.
NEMA Design A or B motors should be applied for use in Class I, Division 2 or Zone 2 locations where
the torque requirements can be matched to load, such as for centrifugal pumps. Where the load torque
characteristics require a Design C or D motor (e.g., a positive displacement pump), this application should
be considered Uncommon and the motor manufacturer should be consulted regarding the surface
temperature limits for the Class I, Division 2 or Zone 2 location.
There are two motor designs that are discussed: single-phase motors and three-phase motors.
5.5.1 Single-phase motors
Single-phase motors generally have a starting winding connected through a series capacitor by a centrifugal
switch. The switch may be a sparking device. So, single-phase motors with sparking switches installed in
Class I, Division 2 or Zone 2 locations use explosionproof enclosures. Single-phase motors with sparking
switches are generally avoided in Class I, Division 2 or Zone 2 locations and three-phase motors are
utilized where practicable. Refer to Figure 3 for an explosionproof single-phase motor. Some single-phase
motors are designed with switches approved for Class I, Division 2 or Zone 2, and do not require
explosionproof motor enclosures.
Source: Courtesy of Marathon Electric.
Figure 3 —Explosionproof single-phase motor
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IEEE Std 1349-2011
5.5.2 Three-phase motors
Three-phase motors are generally used, from fractional horsepower and up, to allow the use of general-
purpose enclosures where practicable. Three-phase motors do not spark during normal operation if they are
designed, built, installed, and maintained properly.
5.5.3 Specification information
When operating conditions are within the Common application conditions listed in 5.1, the minimum
information that should be provided to the motor manufacturer is in Table E.1 and Table E.2 in Annex E.
Information is generally provided to the motor manufacturer in a data sheet. For those applications where
the operating conditions are outside those defined by 5.1, applicable additional information in Table E.3, in
addition to that in Table E.1 and Table E.2, should be provided to the motor manufacturer. These are
discussed in Clause 6. Other information that may be needed by the motor manufacturer for a Class I,
Division 2 or Zone 2 application is in Table E.4.
As an example, one item in Table E.1 is a space heater. When a space heater is required, the motor
manufacturer should determine the space heater’s maximum sheath temperature based on information
provided. Refer to 5.4.3.1 for additional information on space heaters. Refer to API RP 14F-2008 [B9], API
14FZ-2000 [B10], and API RP 540-1999 [B13] for guidance on when to specify space heaters.
5.6 Application considerations for motors above 1000 V
This subclause describes specific application considerations that apply to motors above 1000 V. These
considerations are in addition to the general considerations for motors applied in Class I, Division 2 or
Zone 2 locations, discussed in 5.4 and Common application considerations in 5.1.
Based on the motor design, application, and operation, consideration should be made to follow certain
procedures to mitigate the motor from sparking or being a heat source for potential ignition. The motor
system design and operating methods should also reduce introduction of flammable mixtures to potential
heat sources. Some of the motor design considerations for Division 2 and Zone 2 applications are included
in industry standards such as IEEE Std 841-2009 for motors 500hp and below, API 547-2005 for motors
250 hp and larger, API 541-2004 (induction) for 500 hp and larger, and API 546-2008 (synchronous) for
motors 500 kVA and above. In addition, for motors above 5 kV consider at least the following: enclosure
selection and cooling method (5.4.1 and Annex D), pre-start purging and pressurization (6.12), gas
detection and sniffing (6.12), insulation system (5.6.2.4), corona energy level (Annex G), gas
characteristics and area classification (Clause 4 and Annex C), and soft-start and other starting methods.
When operating conditions are within the Common application conditions listed in 5.1, the minimum
information that should be provided to the motor manufacturer is in Table E.1 and Table E.2 in Annex E.
Information is generally provided to the motor manufacturer in a data sheet.
For those applications where the operating conditions are outside those defined by 5.1, applicable
additional information in Table E.3, in addition to that in Table E.1 and Table E.2, should be provided to
the motor manufacturer. These are discussed in Clause 6. Other information that may be needed by the
motor manufacturer for a Class I, Division 2 or Zone 2 application is in Table E.4.
As an example, one item in Table E.1 is a space heater. When a space heater is required, the motor
manufacturer should determine the space heater’s maximum sheath temperature based on information
provided. Refer to 5.4.3.1 for additional information on space heaters. Refer to API RP 14F-1999 [B9], API
14FZ-2000 [B10], and API RP 540-1999 [B13] for guidance on when to specify space heaters.
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IEEE Std 1349-2011
5.6.1 Heat source considerations
Manufacturers sometimes use nonmetallic components as part of the motor to minimize circulating
currents. Use of nonmetallic material lowers the stray losses and circulating currents in enclosure housings.
Current may be induced in steel bolts used to hold other components to nonmetallic parts where they are
located within the magnetic field of the stator winding. This is particularly true during motor starting. If the
bolts are made of a magnetic material, they may become hot. Use of nonmagnetic bolts, such as 300 series
stainless steel, minimizes circulating currents and hot components. Type 300 series stainless steel may be
susceptible to galling and may have lower tensile strength and torque requirements, so the motor
manufacturer should be consulted on the uses of this hardware type. Grounding of any ungrounded
hardware is recommended, as there are recorded instances of intense sparking between ungrounded
hardware and adjacent ground planes. (See Bartels and Brandford [B16], Bredthauer et al. [B21], Costello
[B26], Merrill and Olsen [B53], and BEAMA Ltd. [B66].)
One of the main heat sources of motors is the rotor. Rotors with axial and radial ducts for cooling
ventilation tend to have cooler temperatures than nonducted or axial duct only rotors. Refer to Annex H and
Table 1. However, radial ducts in the rotor increase the possibility of rotor sparking during motor starting.
In general, two-pole motors tend to have higher temperatures than slower motors, but many other factors
also impact the overall temperature. Refer to H.1 for a detailed discussion of hot motor surfaces.
5.6.2 Sparking considerations
This subclause discusses sparking considerations that are discussed in more detail in Annex G.
5.6.2.1 Sparking across bearing lubrication
Some motor bearing systems are designed by the motor manufacturer to be insulated to protect the bearing
from developing shaft currents across the oil film. In some applications, one bearing is insulated. In some
other applications, both bearings are insulated and a grounding jumper is installed on one bearing. Voltage
induced on a motor shaft may result in a circulating current with a magnitude limited by the bearing
impedance. This bearing impedance acts as a capacitor with the oil film acting as the dielectric in a
capacitor that is charged by the shaft voltage. When the shaft voltage across the oil film capacitor reaches
its dielectric breakdown voltage a discharge occurs which can cause pitting in the bearing. Experience
shows that the amount of energy discharged across the oil film does not produce a spark that could cause
ignition. It is recommended that the insulation and grounding should be discussed with the motor
manufacturer and maintained to prevent damage to the bearings. (See Costello [B26].) For ASD
applications, refer to 6.3.1.3 and G.3 for CMV calculations showing the amount of energy discharge across
the oil film.
5.6.2.2 Joints and clearances
Motor characteristics that would minimize sparking across joints and clearances include at least the
following:
a) One-piece cast or welded fabricated frames, so there is no risk of sparking across frame joints.
b) An adequate number of bolts to secure bearing brackets and end-covers to the frame. An adequate
number of bolts should provide a path for current flow during starting.
c) Machined surfaces between bearing bracket and frame mating surfaces ensure good contact
between frame and bracket.
d) Adequate clearances between motor windings and structural parts to reduce sparks or discharges
between the components.
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IEEE Std 1349-2011
Where needed for multi-section motors, equipotential bonding conductors should be installed to prevent
sparking between sections (see the NEC, Section 501.125(B), Informational Note No. 2 and Section
505.20(C), Informational Note No. 2). Bonds should be applied as specified by the motor manufacturer.
5.6.2.3 Rotors
Some manufacturers can offer motors with rotor designs that are less susceptible to sparking. Refer to
Annex G for further discussion on rotor designs.
Some rotor design features that may reduce or eliminate sparking are as follows:
a) Motors with cast rotors

b) Motors with tight fitting rotor bars in the slots
c) Motors with high conductivity end rings
d) Motors with no skew (in either the rotor or stator slots) for motor ratings greater than 200 kW per
pole
e) Motors with no radial cooling ducts in the rotor
Manufacturers consider these features during the motor design. Also refer to 6.12 for further discussion of
Uncommon Applications.
5.6.2.4 Insulation systems for motors over 6 kV
Insulation systems for high voltage motors of 6.0 kV and above may be designed to minimize partial
discharge and corona activities, which can escalate to sparking and failures. Designs may include selection
and application of conducting and voltage grading tape on high voltage coils. The application of motors in
hydrogen (Gas Group B for Divisions or Gas Group IIC for Zones) may require special attention or
treatment (Rautee, et al. [B65], Stranges et al. [B68]). Also refer to 6.12 for further discussion of
Uncommon Applications.
5.6.3 Separate lube oil systems
Lubricating systems, which meet the hazardous area classification, of gas compressors or hydrocarbon
pumps should be kept separate from the motor to preclude combustibles and flammables from entering the
motor through the oil system. (Reference IEEE Std 242-2001, 10.5.3.3.4 (c) [B49].)
Common lube oil systems should be avoided because a pump or compressor process seal failure can allow
flammable material to enter the lube oil system. This circulated lube oil containing flammable materials
then enters the motor bearing housing. Flammable material can pass into the motor enclosure through the
seals between the motor’s bearing housing and the motor enclosure. Over time an explosive accumulation
of flammable material can build up in the motor enclosure. This explosive material buildup could then be
ignited by an internal ignition source. Although starting of a motor is not considered a normal operation, if
the flammable material accumulated during a running condition, it might also be ignited during a future
start. Refer to Annex J, Table J.1 items 3, 4, 6, 7 and 8. An alternative to total separation of the two systems
is to install degassing equipment to ensure that the lube oil is totally gas free at all times.
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IEEE Std 1349-2011
5.7 Application considerations for synchronous motors
This discussion highlights brushless exciter-type synchronous motors, which are the most suitable for Class
I, Division 2 and Zone 2 locations. Starting, stalling, and short-circuit conditions are abnormal conditions
and are not considered. An example is shown in Figure 4.
Figure 4 —Typical cutaway of brushless synchronous motor
Brush-type exciter synchronous motors do not meet Class I, Division 2 or Zone 2 application requirements
due to sparking between the brushes and the slip rings, unless the brush area is either enclosed in a Class I,
Division 1 housing or appropriately purged and pressurized (reference NFPA 496-2008) or for Zones AEx
“d” (reference ANSI/ISA-60079-1 (12.22.01)-2009 [B2]) or AEx “p” enclosure (reference ANSI/ISA-
60079-2 (12.04.01)-2010 [B3]). Some older motors of this type may still be in operation. The collector
rings and brushes are shown in Figure 5.
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IEEE Std 1349-2011
Figure 5 —Collector rings and brushes on a synchronous motor
5.7.1 Brushless synchronous motor components
The amortisseur winding is a subassembly of the rotor and consists of cage bars and end rings, located in
the pole faces. This winding is used to start the motor in the same manner as a squirrel cage induction
motor. The exciter is basically a low-voltage generator consisting of a stationary field and a rotating
armature. A brushless type exciter is specified today for most Class I, Division 2 or Zone 2 applications and
is shown in Figure 6. Some manufacturers offer brushless exciters with redundant rotating diode assemblies
that are fused. The fuses should be of nonindicating, filled, current-limiting type to meet the Class I,
Division 2 or Zone 2 requirements of the 2011 NEC.
The typical published maximum internal junction temperature is 175 °C for diodes and 125 °C for silicon
controlled rectifiers. The electronic circuits are typically designed to operate below 125 °C junction
(typically 85 °C case temperature in 40 °C ambient) temperature. The typical breakdown of semiconductor
devices generally occurs at or below 175 °C junction temperature; and the corresponding case temperature
will be lower than 175 °C. Therefore, the temperature of these devices is generally not a concern for most
Class I, Division 2 and Zone 2 applications.
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IEEE Std 1349-2011
Figure 6 —Brushless exciter mounted on shaft of synchronous motor
A discharge/starting resistor is often connected into the rotor circuit during starting to reduce the voltages
induced into the rotor circuit to a low level and to increase motor starting torque near pull-in speed. The
starting resistor is turned on and off by a solid state switching device that is suitable for a Class I, Division
2 or Zone 2 location. On brushless excitation systems, the discharge resistor is mounted on the rotor and is
typically in the rotor circuit from standstill to synchronous speed. The resistor should be sized to absorb the
energy induced into the rotor circuit during the acceleration period. The temperature of the discharge
resistor is limited by the insulation system employed in its construction and the connections to less than
180 qC. Most discharge resistors have a maximum temperature during operation under 150 qC.
The field windings are located on the rotor pole pieces and their temperature rise is within Class B limits.
They serve to develop the rotor magnetic field, which interacts with the stator field to bring the rotor up to
speed and maintain synchronization. When appropriately designed and controlled, the field can also allow
the motor to operate with a leading power factor.
The pole construction of salient pole synchronous motors may have solid poles or laminated poles. The
surface losses on the pole tip of solid pole motors are much higher than laminated pole synchronous motor.
The higher losses will create hot spots on the pole tip at leading or trailing edges. Generally it is at the
trailing edge of the pole tip. It is important that the surface temperature of the pole tip under rated steady
state conditions does not exceed the specified ignition temperature of the gas or the specified temperature
code.
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IEEE Std 1349-2011
5.7.2 External excitation control panel
Functions of the external excitation control panel are to adjust rotor excitation and to monitor the
acceleration and de-energize the system if the starting time exceeds the stall time capability of the motor.
Under normal operating conditions, the devices do not spark and the excitation control panel is located in a
motor control center which is located in an unclassified location. In the relatively few cases that the control
panel is situated near the motor in a hazardous (classified) location, the control panel must be suitable for
the area classification.
6. Uncommon application considerations

This clause provides guidance for Uncommon applications of motors in Class I, Division 2 and Zone 2
locations. For purposes of applying motors in Class I, Division 2 and Zone 2 locations, any operating
condition outside of the Common application conditions defined in 5.1 are considered Uncommon
application conditions.
For example, temperature increases associated with unusual conditions, such as voltage unbalance, which
may be allowed to persist long term, should be considered an Uncommon application. Motors that operate
under Uncommon conditions may require special designs to adequately perform the intended service. In
NEMA MG-1-2009 (Revision 1-2010) and IEEE Std 841-2009, some “unusual service conditions” are
listed that are considered Uncommon conditions.
6.1 High or low ambient temperature
Ambient temperatures above 40 qC may require adjustments to be made to the motor temperature rise
specified. Refer to NEMA MG-1-2009 (Revision 1-2010), Parts 12.43.1, 12.43.2, 20.83, 20.8.5, 21.10.3,
21.10.5, 31.4.1.4, or 31.4.1.6. In general, the temperature rise at 40 qC ambient, Class B rise at 1.0 SF,
should be reduced by the number of degrees the ambient exceeds 40 qC. Motors with heat exchangers, such
as TEWAC or IP54, may have other considerations. For all motors, ambient temperatures below 15 qC
require special consideration. explosionproof equipment may not be suitable for use at temperatures lower
than 25 qC unless approved for low ambient service.
6.2 High altitudes
Altitudes above 1000 m can cause increased heating due to lower airflow across the motor for cooling,
resulting from lower air density. Refer to NEMA MG-1-2009 (Revision 1-2010), Parts 14.4, 20.8.4,
21.10.4, or 31.4.1.5. The NEMA derating is basically as follows: the allowed temperature rise at sea level,
Class B rise at 1.0SF, should be reduced by 1% for each 100m in excess of 1000m. To compensate for
the “lighter” air, manufacturers may increase the material in the motor, which may result in a larger frame
and/or increase the fan size, which generally increases the dBA sound level and lowers the motor
efficiency.
Also, adequate electrical clearances should be provided to prevent flashovers and corona activity due to the
lower air density. Greater electrical clearances may be needed at higher elevations.
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IEEE Std 1349-2011
6.3 Nonsinusoidal power or adjustable speed operations
Adjustable speed drives (ASDs), also known as adjustable frequency drives (AFDs), variable frequency
drives (VFDs), and variable speed drives (VSDs) are becoming increasingly popular and larger in size.
Units in the 5000 to 20 000 hp ranges are no longer uncommon. Proper application of ASDs requires
informed considerations of many issues including the motor, drive, cable, wire length, isolation
transformers, line filters, etc. All of these items are important and communication between the suppliers
and user should not be ignored for overall system optimization and minimum downtime. (See Bartolucci
and Finke [B15], Bell et al. [B17], Bonnett [B18], Doughty et al. [B32], Epperly et al. [B34], Hanna and
Luscombe [B37], Hanna and Prabhu [B38], and Saunders et al. [B67], Stranges and Dymond [B69], and
Paes et al. [B64].
6.3.1 Effect of adjustable speed drives
In order to be applied in a hazardous location, all motors should meet applicable local codes. Additional
considerations when a motor is operated on inverter rather than sine wave power include items discussed in
6.3.1.1 through 6.3.1.3.
6.3.1.1 Increased temperature due to harmonics
Motors experience increased motor temperature rise due to the harmonics produced by an inverter supply.
Motors operated on an ASD may exhibit increased temperature as compared to a motor operated on sine
wave power due to the effects of the harmonic frequencies produced by the drive. This is predominantly a
result of increased I2R losses in the stator and the rotor. The rotor is especially susceptible to the effects of
harmonics. The difference between the rotor rotational frequency and the harmonic frequencies induces
harmonic currents in the rotor, causing increased rotor I2R losses and heating. The degree to which the
motor losses are increased depends on the harmonic characteristics of the drive and the design of the motor.
Modern ASDs, which are designed to produce much less harmonics than earlier products, often cause less
additional heating than that caused by a slight voltage unbalance in sine power fed applications.
6.3.1.2 Increased temperature due to reduced speed
There is a potential for increased motor temperature rise in the case of self ventilated motors when operated
at reduced speeds. This is primarily due to the reduction in air flow and is especially important for constant
torque or linear torque loads.
Motors that are cooled by shaft mounted fans or self-cooled without fans will experience reduced cooling at
low operating speeds. This is normally not a problem with loads such as centrifugal loads (i.e., centrifugal
pumps, compressors, and fans) because the torque requirement changes in proportion to the square of the
speed (affinity law). However, for constant torque loads (i.e., positive displacement pumps and
reciprocating compressors) where full-load torque (current) can be required at low operating speeds, motor
temperature rise at these reduced speeds is more significant, often requiring separate forced ventilation.
This is particularly likely when the operating speed range extends below 50% of base speed and may
require an auxiliary blower or use of a larger frame motor. Note that when auxiliary blower motors are
required, they should be designed for the same area classification as the main motor.
6.3.1.3 Common-mode voltages
Shaft voltages occur on all motors whether fed by sine wave power (fixed speed) or by ASD power. Shaft
voltages increase for motors on inverter duty due to the common-mode voltage (CMV) imposed by the
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IEEE Std 1349-2011
ASD at the motor terminals. CMV is produced to some extent by all drive topologies since, at any given
instant in time, only two of three phases are conducting as compared to sine wave power where all three
phases remain connected to the source. The manner and degree to which this CMV is expressed at the
motor terminals is dependent on the specific ASD topology. The resultant magnitude and frequencies of the
CMV that may appear at the motor shaft through capacitive coupling will depend on a number of system
design factors including ASD carrier frequency, motor geometry, cable type and drive train coupling. The
maximum CMV associated with a particular ASD type should be obtained from the ASD manufacturer.
Knowing the CMV, the resulting shaft voltage can be calculated from the related motor capacitances.
Typically, the shaft voltage will be on the order of 1/10 of the CMV appearing at the motor terminals (Paes,
et al. [B64]). Refer to 5.6.2.1 for a discussion of sparking across bearing lubrication and G.3 for CMV
calculations for ASD applications showing the amount of energy discharge across the oil film.
The shaft voltage can cause bearing damage because of electrical discharge across the bearings, known as
electrical fluting of the bearings. This phenomenon has been considered to be a possible ignition source. To
date, measurements of actual voltage and calculations of available energy indicate that this issue should be
considered for large motors over 5000 hp, voltages in excess of 6.0 kV, and in conjunction with those
instances where the available gas or vapor has a very low minimum ignition energy (MIE) such as
hydrogen or acetylene. For example, on a 6500 hp, 6.6 kV, 2-pole motor, measured voltages and calculated
capacitances gave a maximum stored energy of 0.2 micro joules, versus an MIE of 280 micro joules for
methane, 18 micro joules for hydrogen, and 17 micro joules for acetylene. Refer to G.3 for example
capacitive energy calculations.
6.3.2 Common adjustable speed drive applications
This subclause describes the parameters for Common ASD applications of motors in a Class I, Division 2
or Zone 2 location involving equipment handling materials with AITs above 200 °C, when fed by an ASD.
The parameters are as follows:
a) Motors should have a maximum Class B stator temperature rise at 1.0 Service Factor, at the defined
load, and throughout the defined speed range when operating on an ASD.
b) The operating load should not exceed the base nameplate power rating of the motor.
c) The motor should be operated at or below nameplate speed.
d) The shaft load profile should be variable torque, such as centrifugal fan, centrifugal pump, or
centrifugal compressor, where the torque varies approximately as the square of the speed.
e) The ambient temperature range should be –15 °C to 40 °C for grease-lubricated bearings, 0 °C to
40 °C for oil-lubricated bearings or 5 °C to 40 °C when water cooling is used.
f) The maximum altitude should not exceed 1000 m above sea level.
g) The motors should be designed for continuous duty operation.
h) The motor torque and speed characteristics at rated load should be low slip (e.g., NEMA Design A
or B for NEMA frame size motors, typically less than 3%).
i) The maximum exposed motor surface temperature should not exceed 200 °C at any design load
condition when operated on the ASD.
j) The V/Hz ratio during continuous operation should be within 10% of the nameplate base ratings.
k) The motor should be built to meet the applicable requirements of NEMA MG-1 Part 31.
l) Current limit and overload device settings should be set in accordance with 6.9.3.
These Common ASD applications have been shown by experience not to be a source of ignition; therefore,
general purpose type enclosures similar to fixed speed Common applications discussed in Clause 5 can be
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IEEE Std 1349-2011
used. However, motor manufacturers and users should discuss each application to assure the conditions
described in 6.3.2 are satisfied and engineering judgment should be used.
6.3.3 Uncommon adjustable speed drive applications
ASD fed motors that are applied in conditions other than the Common ASD Application conditions defined
in 6.3.2 require special consideration by the application engineer and the motor and drive manufacturers to
assure the motor will not be a source of ignition.
To mitigate high surface temperature concerns for ASD applications, at least the following should be
considered where applicable.
Evaluate the drive type and technology with the purpose of minimizing harmonics in the drive
output.
Test the motor and ASD together under the proposed operating conditions; or demonstrate
performance by type testing with a representative motor/drive combination and calculations. Some
testing, labeling, and/or approvals may be needed for some jurisdictions. (See B.4.2.)
Install thermistors or similar devices in motors 1000 V and below or RTDs in motors over 1000 V
to alarm or shut down the motor due to high stator temperature.
For motors in constant torque applications, use a larger frame motor, apply an auxiliary fan, and/or
limit the slowest operating speed to ensure adequate motor cooling.
Use an explosionproof motor or purged and pressurized motor where required for low AIT
applications.
To mitigate sparking in ASD applications and also improve motor reliability, at least the following should
be considered where applicable:
Evaluate the drive type and technology with the purpose of minimizing common-mode voltages in
the drive output.
Install filters at the drive and/or at the motor terminals, such as impedance matching circuits at the
motor terminals, when long length cables are required between a PWM drive and the motor. (These
devices can also reduce voltage spikes. The surface temperature of the impedance matching devices
should be checked if they are located in a Class I, Division 2 or Zone 2 location.)
Use cable systems designed for use with ASDs. Review cable types and the grounding method with
the motor and drive manufacturers.
NOTE—For low-voltage two-step PWM applications, CMV that is imposed at the motor may create
undesirable shaft-to-frame voltages; therefore, the interconnection cables between the ASD output and the
motor should have three symmetrically-placed grounding conductors and an overall screen or sheath shield.
Reference Bartolucci and Finke [B15], Bell et al. [B17], Epperly et al. [B34], and Paes et al [B64]
for additional guidance.
6.3.4 Referenced specifications for adjustable speed drives applications
Consider referencing the following documents for specifying motors and drives for ASD applications:
a) NEMA MG-1-2009 (Revision 1-2010): Part 31 for definite-purpose inverter-fed polyphase

induction motors rated less than 5000 hp and with voltages less than 7200 V.
b) NEMA Application Guide for AC Adjustable Speed Drive Systems [B55].
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IEEE Std 1349-2011
c) IEEE Std 841-2009 for motors rated up to 370 kW (500 hp) with voltages 4000 V and less; see
5.3.2 of IEEE Std 841-2009.
d) API 541-2004 for special purpose induction motors rated 500hp and larger.
e) API 546-2008 for synchronous motors rated 500 kVA and larger.
f) API 547-2005 for general purpose induction motors rated 250 hp up to 3000 hp.
g) IEEE Std 1566™-2005 [B51] for medium voltage ASD requirements.
6.4 Duty cycle other than continuous
Motors with duty cycles other than continuous duty can cause excessive heating and may require special
designs from the motor manufacturer. Some include jogging, reversing, or plugging duty cycles or
intermittent duty cycles such as the duty cycle associated with the start motor for a gas turbine or the
motors for hydraulic cylinders and power rams with integral motor/pumps.
6.5 Excessive starts
Starting is not a normal operating condition. From NEMA MG-1-2009 (Revision 1-2010), motors shall be
capable of two starts in succession (coasting to rest between starts) with the motor initially at the ambient
temperature or one start with the motor initially at a temperature not exceeding its rated load operating
temperature. This starting capability is provided without injurious heating if the motor voltage, frequency,
starting method, load torque, and load Wk2 (the mass-moment of inertia where W is the weight of all
rotating parts in pounds and k is the radius of gyration of rotating parts in feet) are those for which the
motor was designed, including allowable tolerances.
The effects of multiple successive starting may be short-term higher operating temperatures, especially in
the rotor. The rotor temperature during starting depends on the motor design and the type of load being
accelerated, but may reach 300 qC rise in some applications. This higher temperature returns to normal
within a short period after reaching normal operating speed and load.
When the starting duty exceeds that allowed by NEMA MG-1-2009 (Revision 1-2010), excessive heating
can result. Starting requirements beyond the above limitations should be referred to the motor
manufacturer. Some specifications, such as API 541-2004, API 546-2008, and API 547-2005 require the
motor to be designed for a number of successive starts in excess of NEMA requirements. For motors
driving centrifugal pumps, the load inertia is generally less than the standard value given in NEMA MG-1-
2009 (Revision 1-2010) and additional successive starts can be made without excessive temperature rise. In
this case, the allowed number of successive starts should be determined in consultation with the motor
manufacturer.
6.6 High inertia load
When the inertia load exceeds NEMA MG-1-2009 (Revision 1-2010) requirements, the motor acceleration
time is expected to be longer, which in turn generates additional heating. Even though starting is not
considered a normal condition, the high inertia load can cause additional heating in the bearings, windings,
and rotor, which should be addressed by the user and manufacturer.
Care should be used when substituting motors of equal size in high inertia service. The rotor gains heat
equal to the kinetic energy being stored in the rotating train (motor rotor plus driven machine). So, if a
motor is coupled to a high inertia load, it should be designed to dissipate the heat to avoid high-temperature
gains during start.
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IEEE Std 1349-2011
6.7 NEMA Design C or D and low inrush motors
The manufacturer should be consulted for applications of NEMA Design C or D motors to determine the
surface temperatures of internal or external components of motor for the specific application. These motors
are generally applied to constant torque loads (e.g., reciprocating pumps) and/or loads that can have longer
acceleration times or cyclical loads. To achieve the torque characteristic of a NEMA D motor, the rotor
resistance is increased, which in turn increases the induction motor slip and heating in the rotor.
Consideration should be given to the material AIT to compare with the manufacturer’s information on
motor surface temperature. NEMA Design C motors may have slip between 2% to 5% and NEMA Design
D motors or higher number of pole motors may have slip more than 5% (NEMA MG-1, Part 1.19.1.4).
Large induction motors above NEMA frame sizes (see NEMA MG-1 Part 20) with inrush current lower
than 650% may have rotor resistance higher than normal. The surface temperature of rotor bars could be
higher than normal motors specifically when inrush is about 350% to 400%. Lower inrush motors are
generally applied where the power system is soft such as on offshore platform etc. Consideration should be
given to the gas AIT to compare with manufacturer’s information on rotor bar surface temperature.
NOTE—Oil-well pumping unit motors may be NEMA C or D; however, the area classification should be determined to
see if Class I, Division 2 or Zone 2 applies. See API RP 500-1997 (Reaff 2002) [B11] or API RP 505-1997 (Reaff
2002) [B12] .
6.8 Voltage and frequency variation
Voltage and/or frequency variation can cause increased heating losses, which can result in higher surface
temperatures than shown in Table 1. For example, a low voltage causes a proportional increase in current to
deliver the required output horsepower demanded by the load. This increased current increases I2R losses,
and thus produces a higher temperature rise.
For another example, if a low frequency occurs while maintaining rated voltage and load, the core losses
typically increase and could cause a temperature increase. However, low frequency does not always cause
excessive heating. On variable torque applications, the relationship between the speed and power is a cubed
function. Also, the flux density increases and the slip loss decreases. As a result, the motor may actually
run cooler, depending on the amount of change in frequency. As guidance, NEMA MG-1-2009 (Revision
1-2010) allows a r10% voltage variation, a r5% frequency variation, or a combined voltage and frequency
variation of r10%. This allowed variation is based on the assumptions that load does not exceed the
nameplate rating (1.0SF).
At conditions other than rated voltage, the performance characteristics of the motor change as noted in
IEEE Std 141™-1993 [B48]. For example, the stator temperature rise could increase 10% to 15% at 90%
rated voltage, depending on the design and loading of the motor. Outside of that range, the motor
manufacturer should be consulted.
Motors operating on unbalanced power systems have higher rotor and stator temperatures because of the
additional losses caused by the unbalance. The rotor is more susceptible to additional heating than is the
stator when the voltages are unbalanced due to the relatively high magnitude of negative sequence voltages
and currents that are produced by the unbalance and induced into the rotor. NEMA MG-1-2009 (Revision
1-2010), 14.36 and 20.24, gives typical derating data for smaller and larger motors, respectively.
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IEEE Std 1349-2011
6.9 Overload
Planned overload conditions should be evaluated for the specific application. A motor is considered
overloaded when operated above its base nameplate kilowatt or horsepower. For example, a 10hp motor
with a 1.15 SF should not be operated continuously above 10 hp in a Class I, Division 2 or Zone 2
location, particularly where the area classification encompasses materials of lower AITs. Any operation
above 10hp is considered an overload condition.
6.9.1 Overload heating
An overload increases the motor operating temperature rise approximately in proportion to the square of the
current increase. For example, a motor that normally operates with an 80 qC stator temperature rise at rated
load has approximately a 106 qC rise at 115% of rated load [(1.15)2 u80 qC = 106 qC]. While modest
overloads are usually not sufficient to encroach on the AIT of most classified locations, in some cases the
AIT limit could be violated and this possibility should be considered. Also, the higher operating
temperature reduces the life expectancy of the motor. (As an approximation, each 10 qC increase in
temperature reduces the insulation life by 50%.) In the above example, with a 26 °C rise over rated
conditions, insulation life would be reduced by half for the first 10 °C rise, then in half again for the second
10 °C rise and an additional amount for the remaining 6 °C rise. For a 20 year insulation life motor,
continuous overload would reduce the life to less than 5 years.
6.9.2 Operating above base nameplate, but within the service factor
Most of today’s NEMA frame-size petrochemical severe duty motors are manufactured with a 1.15 SF.
This means the motor has been designed to stay within design limits of the insulation and other physical
and mechanical systems when operated at no more than 1.15 times nameplate horsepower.
However, operating above base nameplate kilowatt or horsepower increases the internal and external
surface temperatures and shortens the insulation life and lessens motor reliability. Although 1.15 SF
operation remains within design limits of the motor, it is considered an Uncommon application condition
and the temperatures given in Table 1 could be exceeded.
In the surface temperature study (see Annex H), TEFC motors operated at 1.15SF were found to range
from 140 qC to 220 qC based on a 40 qC ambient. One motor exceeded 240 qC based on a 40 qC ambient.
Refer to Table H.12. Continuous (nontransient) operation above a 1.0SF is not a recommended continuous
operating condition for a Class I, Division 2 or Zone 2 location. Service factor operation has been
considered reserved for intermittent overloads resulting from typically transient and not steady-state
operations.
6.9.3 Overload device settings impact
The motor should be selected to avoid overload conditions. The overload protection requirements are in the
2011 NEC, Sections 430.32 (Continuous-Duty Motors), 430.124 (Adjustable Speed Drive overload
protection) and 430.225(B) (motors over 600 V nominal). In some locations, similar requirements with
some variations may be stipulated by the authority having jurisdiction over the installation. Refer to Padden
and Pillai [B63] for information on overload types and selection. Overload conditions affect the typical
operating rotor temperatures shown in Table 1. See Table H.12 for operating temperatures at 1.15 SF in
TEFC motors.
Sound engineering judgment should be used for setting overload devices considering the motor rating, load,
AIT, and operation. For sine wave applications, overload device settings should be 115% or less of motor
nameplate rated current for 1.0 and 1.15 service factor motors. For ASD applications, current setting should
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IEEE Std 1349-2011
be 100% of motor nameplate rated current and overload device settings should be 115% or less of motor
nameplate rated current.
6.9.4 Motor stator temperature protection
The primary purpose of over-temperature protection (such as thermistors, thermocouples, or RTDs) is to

address possible motor over-heating that has either not been captured by overload protection or is due to
failure of the motor cooling system such as dirty filters or lack of cooling water supply. Modern drive
technology provides extensive motor protection, which is accurate over a wide speed range. The drive
control should be capable of restricting the drive operation. Temperature sensing can be looked at as either
redundant protection or specific to ventilation blockage, which in combination with either the drive control
and protection, in the case of ASDs, or the motor protection relay for sine wave to define a safe motor
capability curve.
6.10 Atmospheres with an AIT at or less than those of Table 1
The application should be considered Uncommon if the area is classified as Class I, Division 2 or Zone 2,
with an AIT at or less than the maximum recommended Class I, Division 2 or Zone 2 exposed surface
temperature in Table 1. The motor manufacturer should be consulted to apply a motor for these conditions.
For these applications, a motor with a general-purpose enclosure may be designed for a maximum surface
temperature that is less than the AIT of the flammable gases and vapors that may be present. For smaller
motors, a current practice is to use explosionproof motors with a T Code below the AIT. For large motors,
type Z pressurization or AEx “pz” protection is provided if internal motor temperatures cannot be designed
to meet AIT requirements.
6.11 Motor exposed surface temperature above Table 1 values or above Class B
rise
Motors with exposed surface temperatures above the Table 1 values should be considered an Uncommon
application. Also motors with temperature rises above Class B at a 1.0 SF are considered Uncommon
applications (such as a Class F rise at 1.0SF).
The motor manufacturer should be consulted to determine motor temperatures for the specific application
and/or the application’s actual AIT should be reviewed for potential problems. Many applications in the
petrochemical industry have AITs above 200 qC, and the user may be able to utilize motors with higher
surface temperatures without introducing a potentially hazardous condition.
Each manufacturer has specific details on their enclosures and temperature profiles of their motor product
line. Therefore, it is beneficial for the user or original equipment manufacturer (OEM) to work closely with
the motor manufacturer when faced with Uncommon application conditions to optimize the design and
minimize the cost. For each manufacturer, each rating and enclosure has a unique temperature rise, and the
manufacturer may have built in allowances that this guide cannot take into consideration. Although other
performance conditions are affected by Uncommon application conditions, this guide is focused on heat
rise since this is of primary concern in regard to Class I, Division 2 and Zone 2 applications. The user and
OEM need to take into further consideration the efficiency of the motor because the by-product of a less
efficient motor is more heat dissipation or, in other words, generally higher temperature rise.
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IEEE Std 1349-2011
6.12 Other considerations
6.12.1 Pressurization, purging, or ventilation
Pressurization, prestart purging, or prestart ventilation may be considered to minimize further the
possibility of gas being present within a motor. These options may be considered for special applications
such as where sparking may occur during starting in a higher voltage motor, where accumulation of gas
may occur in a motor after a flammable vapor release, or where the motor internal temperature exceeds the
AIT. Refer to Annex G for additional information on rotor, stator, air gap, and enclosure sparking and
sparking across bearing lubrication.
For higher voltages in Class I, Zone 2 locations, an electrical motor complying with the requirements for
AEx “nA” (non-sparking) or those of another type of protection should be considered [ANSI/ISA 60079-15
(12.12.02)-2010) [B6]]. In some jurisdictions, the motor manufacturer self-certification of non-sparking
design meeting ANSI/ISA 60079-15 (12.12.02)-2010 [B6] may be acceptable. If the high-voltage motor is
purged, an electric motor complying with AEx “pz” purge for Class I, Zone 2 ANSI/ISA-60079-2
(12.04.01)-2010 [B3] or those of another type of protection should be considered. If the high-voltage motor
is purged and pressurized, an electric motor complying with AEx “p” purge for Class I, Zone 1 ANSI/ISA-
60079-2 (12.04.01)-2010 [B3] or those of another type of protection should be considered.
For those special applications, pressurization is made possible by constructing the motor to retain a slight
positive pressure within its enclosures and coolers, without requiring vast quantities of pressurizing air.
Pressurization air should be drawn from a nonhazardous area. Pressurization using an inert gas may be an
acceptable alternative. Where standby motors may be required to start automatically, there may be a
requirement for instant start on demand. In such cases the time required to purge the motor may not be
tolerable and, as a consequence, such motors may need to be continuously pressurized in readiness for any
such start requirement. (See NFPA 496-2008 [B58] and ANSI/ISA-60079-2 (12.04.01)-2010 [B3].)
For those special applications, prestart ventilation prior to any start may be a solution for some motors,
particularly those under manual control. Ventilation air should be drawn from a nonhazardous area.
Purging with an inert gas may be used, although this is unlikely to be cost effective. Ventilation is
continued until the interior is gas free or below its lower flammable limit (LFL).
6.12.2 Use of gas detection equipment
The installation of gas detectors is not required, but may be considered to minimize further the possibility
of gas being present within a motor. These devices are generally set to alarm or shutdown before the gas
concentration in and around a motor reaches the LFL. Positioning gas detectors inside motors may have an
immediate appeal, but has often failed on evaluation due to the virtual impossibility of predicting where
they should be placed, how many would be needed, their stability and maintenance schedules, and whether
or not their integration into existing control systems would be feasible.
Motors should be shutdown in a programmed and controlled manner to minimize the introduction of
unknown effects on the surrounding environment. However, it is recognized that there are times when
quickly shutting motor driven systems down when a gas release occurs may be preferred over a slower
controlled shutdown.
Testing has shown that when an operating motor is shutdown (such as a TEFC motor), its temperature rises
before it starts to cool down. The practice of shutting down an operating motor during a gas release should
be carefully considered. During testing conducted by the Working Group, operating motors did not ignite a
flammable mixture, but when the motors were shut off with a low AIT gas present, the heat rise and loss of
circulating air immediately caused an ignition in some motors where the operating temperature was
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IEEE Std 1349-2011
significantly greater than the AIT of the gas. Note that the temperature rise when stopped does not occur in
motors that are water cooled, e.g., TEWAC.
Where portable gas detectors are used, the location and number of gas detection (sniffing) ports in the
motor should be coordinated between the user and motor manufacturer.
7. Operation and maintenance considerations

This clause discusses the operating and maintenance considerations that mitigate hot surface temperatures
and sparking, specifically focusing on motors located in a Class I, Division 2 or Zone 2 location. Motors
should be operated and maintained in accordance with the motor manufacturer’s recommendations. The
manufacturer’s operating manual and nameplate information should be followed for specific guidelines on
the operation of motors.
7.1 Commissioning considerations
The considerations for commissioning a motor installed in a Class I, Division 2 and Zone 2 locations
compared to those for nonhazardous locations are identical. When properly installed, a motor should run
continuously for many years. Without proper installation methods, the motor could experience premature
failure. However, for some combinations of flammable vapors and motor failures, an ignition source may
be created by the motor failure, and the probability of ignition of a flammable vapor is increased.
Commissioning of a motor should include verification of at least the following:
a) Proper motor alignment.

b) Proper bearing lubrication.
c) Motor lead connections are tight and properly insulated, shielded cable is properly equipped with
stress cones, and the shield is properly grounded.
d) Proper ground connections, including grounding straps and equipment ground.
e) For motors with arcing devices, the device enclosure should be suitable for the area classification of
the location.
f) For motors with belt drives
1) The belt should not generate static electricity;
2) The sheaves on the load and bearing should be sized properly to prevent excessive side
loading on the bearings; refer to NEMA MG-1-2009 (Revision 1-2010), Part 14.42.
g) Motor vibration should be within motor manufacturer’s specifications. Investigate and resolve any
vibration levels that are above the manufacturer’s recommendations.
h) Ensure bearing insulation integrity is not jeopardized.
i) Any auxiliary devices provided on motors such as leak detector, pressure differential switch etc
must be suitable for the area classification of the location.
j) Installation and external wiring must follow NEC (NFPA 70-2011) requirements.
k) Following releases, if flammable gases or vapors may be present, the area should be sniffed to
verify the area is clear of flammable gases or vapors prior to starting the motors.
l) If prestart ventilation provision is provided with motor, ensure the motor is ventilated with 10
volume change out of fresh air before it is started. Clean air has to be drawn from a non-hazardous
location. Follow motor manufacturer’s instruction for detailed ventilating information.
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IEEE Std 1349-2011
7.2 Maintenance considerations
7.2.1 General
Motor maintenance programs generally include lists of items to check. The motor manufacturer’s
recommendations and the user’s experience should provide the basis for motor maintenance. In general, the
maintenance required for motors located in Class I, Division 2 and Zone 2 locations require no additional
consideration than motors located in nonhazardous areas. This subclause identifies some of the motor
prefailure symptoms that should be evaluated by knowledgeable personnel and may require a more
aggressive action.
7.2.2 Motor prefailure symptoms
On motors in Class I, Division 2 and Zone 2 locations, maintenance personnel should be aware of at least
the following motor prefailure symptoms:
a) Increased temperatures in stator, bearings, frame, and leads.

1) Increases in trended monitored temperatures.
2) Increases in trended currents.
3) High thermographic or increases in trended thermographic temperatures.
4) Frame discoloration or hot spots.
5) Motor lead/insulation discoloration and surface tracking. Check for loose connections.
6) Check motor protection relays for captured information on abnormal operation or trips.
b) Reduced air flow (can be measured or observed if severe), blockages in motor cooling, clogged
filters, increases in inlet or outlet air temperatures.
c) Inspect bearings for signs of shaft currents.
d) Unbalanced phase current or voltage.
e) Check for proper oil levels for oil lubricated bearings. For systems with oil heaters, the level should
be maintained above the heating element. Check for oil leaks.
f) Increased vibration.
g) Arcing across enclosure sections. (Refer to Annex F for a generic multisection motor inspection
procedure.)
h) Check for water (TEWAC) or other fluid leaks.
i) Perform motor testing. On large machines consider online testing equipment. Perform insulation
resistance and polarization index testing and examine trends.
j) Check for broken rotor bars. Symptoms of broken rotor bars include the following:
1) Signs of air gap sparking or rotor-to-stator contact
2) Ammeters swinging
3) Abnormal vibration
4) Changes in pitch of magnetic noise
5) Decrease in speed (increase in slip)
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IEEE Std 1349-2011
Each of these symptoms may indicate that a motor is not operating within the original design parameters
and that the risk of creating a source of ignition has been increased.
Where practicable, maintenance personnel may also do a visual inspection of the insulation systems.
Insulation that is discolored indicates insulation degradation has occurred, which could lead to failure.
Dirty insulation and windings can cause excessive heating, which leads to higher than normal external and
internal temperatures. Evidence of surface tracking indicates deterioration of the insulation integrity (see
Dymond et al. [B33]). Corona can sometimes be detected by visual insulation system inspection, built-in
sensors, or external sensors.
7.2.3 Rewind/repair considerations
Electric motor repair requires much the same level of manufacturing expertise as new motor
manufacturing. For motor applications that require a specific maximum surface temperature, a motor repair
service center should be made aware of this requirement and the remanufactured or repaired motor should
meet the temperature limits. Varying from original designs may impact the motor operating temperature
(such as wedge materials, insulation materials, lamination materials, rotor bar materials, filters, etc.).
If space heaters need replacement, they should be replaced with equivalent heaters (watts, voltage, and
watt/in2) or consult the motor manufacturer for proper heater. For motor applications that utilize listed
explosionproof enclosures, the motor repair service center that repairs the motor should be authorized by
Underwriters Laboratories Inc. (UL) to relabel the listed motor.
A careful audit of the motor repair service center’s capabilities should be conducted by knowledgeable
motor repair personnel. Audit guidelines can be obtained from several sources, including IEEE Std 1068-
2009.
8. Preferred motor internal surface temperature test methods

This clause describes the test methods for determining internal motor surface temperatures. Testing all
motors is not recommended or practical. However, users may request maximum surface temperature data,
particularly when a motor is applied in an area with an AIT less than the values in Table 1. The user may
also want to request surface temperature data for motors applied in Uncommon application conditions as
described in Clause 6. Type C or D high torque NEMA frame motors or lower inrush motors (inrush lower
than 500%) for above NEMA frame sizes are the good candidates.
Informational Note No. 1 in NEC 2011 Article 501.125 (B) cautions users “to consider the internal and
external surfaces that may be exposed to the flammable atmosphere” when putting a motor into service in a
Class I, Division 2 environment. As discussed previously in Clause 4 the maximum surface temperature of
a motor is greatest internally, typically the rotor surface for induction motors and either rotor or stator for
synchronous motors. The motor surface temperature test method chosen must be capable of measuring both
the stator and rotor maximum temperatures to properly determine the maximum internal surface
temperature.
Motor manufacturers and users use motor surface temperature test results differently. Motor manufactures
may use these results to calibrate thermal math models, determine maximum surface temperatures of entire
product line or to meet a customer’s specific AIT request. Users are more likely interested in determining if
the motor in question will meet their AIT installation requirement.
Annex I goes into further detail on test methodology, method selection and limitations. Some test methods
other than those described in this clause have been used in collecting surface temperature data in Annex H
and are discussed in detail in Annex I.
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IEEE Std 1349-2011
8.1 Preferred motor rotor surface temperature test methods
The following preferred motor surface temperature test methods are used in the direct measurement of the
rotor windings, rotor laminations, rotor bars, rotor end rings, and/or rotor poles during normal operation.
Each of the test methods listed in 8.1.1 through 8.1.3 should also include the measurement of the stator
winding temperature(s). These methods are typically used on NEMA Frame size and above NEMA Frame
size motors.
8.1.1 Heat-sensitive paint method
This test method involves applying temperature sensitive paint directly to the surface of the rotor core and
end rings.
Most Conservative, Moderate Accuracy, Moderate Preparation Time

Non-destructive to the motor
8.1.2 Heat-sensitive labels method
This test method involves applying sensitive nonreversible temperature labels directly to the rotor surfaces,
including end rings and rotor cores.
Conservative, Moderate Accuracy, Low Preparation Time

Non-destructive to the motor
8.1.3 Rotor thermocouple/thermistor method
This test method involves embedding thermocouples and/or thermistors directly into or onto the rotor core
and end rings.
High Accuracy, High Preparation Time

Can be destructive to the rotor assembly
8.2 Motor surface temperature test procedures
The motor surface temperature test method is selected from 8.1. For all test procedures, the following
applies:
a) Motor stator and rotor windings should be at ambient temperature before conducting this test
procedure.
b) The motor should be operated at full-load steady-state base nameplate conditions at 1.0 SF, unless
otherwise specified or agreed upon with the user, until the maximum temperature is considered
thermally stable in accordance with the test methods described in IEEE Std 112™-2004 [B46] or
IEEE Std 115™-2009 [B47] as appropriate. Where direct loading is not possible, indirect loading
can be used by creating rated nameplate current conditions. This test is only for the temperature test
and no other tests are performed prior to or in addition to this test (e.g., no locked rotor tests should
be performed in the test sequence).
c) The actual ambient temperature should be recorded during the test.
d) The maximum test surface temperature should be given as the sum of the maximum observed
temperature rise and a 40 qC ambient or other defined ambient.
38
IEEE Std 1349-2011
e) During the heat run, the motor should not be overloaded beyond the test load point prior to thermal
stabilization to reduce the test time. Overloading the motor may invalidate the test results. Do not
block the air flow to expedite testing because it may invalidate the test. Motor should be started
using a method that does not introduce elevated rotor temperatures. Across the line starting should
not be used.
f) Motor should not be stopped by applying reverse voltage, dc braking, or other such means.
8.2.1 Heat-sensitive paint test method procedure
The paint test method for determining the maximum rotor temperature is as follows:
a) The temperature-indicating material recommended is a liquid-type lacquer suspension of the

temperature-sensitive material, referred to as “paint”.
b) The paint should be striped diagonally at equal spacing for each temperature range and opposite to
the skew direction of the rotor over the entire length of the rotor.
c) The paint should be 0.5–0.10mm (2–4 mils) thick.
d) To be more consistent, one manufacturer of paint should be used for all of the temperature ranges
of interest. The suggested temperatures for the paint are as follows: 59 qC, 87 qC, 101 qC, 111 qC,
121 qC, 135 qC, 149 qC, 163 qC, 177 qC, 198 qC, 218 qC, 232 qC, 260 qC, 302 qC, 343 qC, and
427 qC. Some or all of the paint temperatures may be used for a given motor test. Select
appropriate paint range for the temperatures of interest.
e) The accuracy of the paint should be r1% or less.
f) Follow the procedures in 8.2 a) through f).
g) The value of temperature should be given as “less than” the value of paint not affected during the
temperature test.
Testing experiences using the paint method are discussed in H.3.2 and item b) of I.3.
Comments for the paint test method are as follows. (See also: Delaney and Bruin [B31].)
h) Potential inaccuracies related to variance between different makes of paint and different patterns of
application have been observed. These inaccuracies and variance between motor manufacturers
were minimized by ensuring that identical paint and consistent test methods were used for this
study.
i) Other potential inaccuracies stem from an apparent tendency of this type of paint to exhibit a time-
versus-temperature reaction characteristic, rather than change state at a specific peak temperature,
as is desired. In some cases, the paint has been observed to change state following longer periods at
a lower temperature than the paint is intended to react to, yielding measured temperatures higher
than actual.
j) The paint test consistently produced the highest temperatures.
k) This nondestructive test is usually performed on manufacturers’ production motors.
l) This method requires disassembly of the motor in order to evaluate the paint. On large motors this
can be very time consuming, especially if multiple test conditions (multiple load points) need to be
tested.
m) Correct interpretation of the test results is key to determining the maximum surface temperature of
the motor. Example: 163 °C paint changed and 177 °C paint did not change during a test at 25 °C
ambient. The paint has a ±1% accuracy, which results in a possible temperature range of 161.4 °C
to 178.8 °C. By subtracting the ambient test temperature from the total temperature, the
temperature rise ranges from 136.4 °C to 153.8 °C. When the standard 40 °C ambient temperature
is added to the rise, a temperature range of 176.4 °C to 193.8 °C is achieved, which is good for a T-
Code of T3 or 200 °C.
39
IEEE Std 1349-2011
8.2.2 Heat-sensitive label test method procedure
The label test method for determining the maximum rotor temperature is as follows:
a) The temperature labels recommended should be nonreversible temperature type with scale
temperature range on one side and adhesive on the back side for large surfaces and single dot type
for rotor bars. When the rated temperature is reached, the dots or bar code will turn black and
remain black as an indication that temperature has been reached.
b) Labels should be placed onto clean, dry surface. Due to rotating and wind forces on rotor surfaces,
labels may require additional adhesive or epoxy coating to remain secure during the test. Methods
for attachment should be reviewed with the label manufacturer. In some cases, the manufacturer
may provide mechanical protection to protect the labels from physical damage during the assembly
and disassembly process.
c) The suggested temperature ranges of labels should be in increments of 5 degrees covering the
temperature ranges of interest. Label levels include single dot type or multi-level with 3 to 10 levels
on a single strip. Several labels of the same range are recommended to be placed on the rotor
surface during the test because some of the labels may be lost during running conditions. The
suggested temperatures for the labels are as follows: 54–65 qC, 71–82 qC, 88–99 r&104–116 qC,
121–132 qC, 138–149 qC, 154–166 qC, 171–182 qC, 188–199 qC, 204–216 qC, 224–241 qC, 249–
260 qC, and higher if needed. Select single dot or strip labels for appropriate temperatures of
interest.
d) The accuracy of the temperature indicators should be r1% or less.
e) Follow the procedures in 8.2 a) through f).
f) The value of temperature should be given as “less than” the value of the next higher unmarked dot
affected during the temperature test.
Testing experiences using the label method are discussed in item g) through item k) as follows:
g) Adhesive from original manufacturer of labels most of the time will not hold the labels in place and
may fly out during the test; therefore additional adhesive should be used. Methods for attachment
should be reviewed with the label manufacturer.
h) Temperature labels with up to 10 levels of temperature are available on the market, which can
cover a larger range of temperature with one label. However, the size of this may become
impractical and it may not fit on the surface selected.
i) This nondestructive test is usually performed on manufacturers’ production motors.
j) This method requires disassembly of the motor in order to evaluate the temperature levels. On large
motors this can be very time consuming, especially if multiple test conditions (multiple load points)
need to be tested.
k) The interpretation of the test results is direct. The temperature label will turn black indicating the
temperature has been reached by the corresponding level marked on the side of the label. The value
of temperature should be given as “less than” the value of the next higher unmarked dot affected
during the temperature test. For example: 154 qC to 166 qC label changed and 171 qC to 182 qC
label did not change during a test at 25 °C ambient. The labels have a ± 1% accuracy, which results
in a possible temperature range of 169.3 °C to 183.8 °C. By subtracting the ambient test
temperature from the total temperature, the temperature rise ranges from 144.3 °C to 158.8 °C.
When the standard 40 °C ambient temperature is added to the rise, a temperature range of 184.4 °C
to 198.8 °C is achieved, which is good for a T-Code of T3 or 200 °C.
40
IEEE Std 1349-2011
Source: Courtesy of Teco Westinghouse Motor Company.
Figure 7 —Nonreversible temperature labels placed on rotor surface
8.2.3 Rotor thermocouple/thermistor test methods
These test methods can be used on all motor sizes but the wireless transducer and data logger methods are
typically used on machines larger than NEMA frame sizes. Each of the methods below gives very accurate
repeatable results, but there are difficulties associated with getting the thermocouple/thermistor placed at
the hot spot and insulated from cooler media or surfaces. When embedding thermocouples within the rotor,
routing of the thermocouple leads to a measuring device may require drilling the axis of the shaft and rotor
bars. The multiple methods to receive data from the thermocouples are discussed in 8.2.3.1 through 8.2.3.5.
This method is not recommended for production motors when the rotor assemblies must be drilled and
fitted with test instruments.
8.2.3.1 Rotor thermocouple with slip ring
a) Test Method: Thermocouples may be installed on the rotor end rings, rotor bars, rotor pole faces,
rotor core or embedded in the rotor surface. The thermocouple wires are then routed to a slip ring
on the opposite drive end of the motor shaft through the axis of the shaft. Temperature data can be
taken dynamically throughout the heat run test as well as at motor shutdown.
b) Comments: Depending on the slip ring used, higher speeds can affect the accuracy of the dynamic
results but typically does not affect static readings at shutdown.
41
IEEE Std 1349-2011
8.2.3.2 Rotor thermocouple without slip ring
a) Test Method: Thermocouples may be installed on the rotor end rings, rotor bars, rotor core, rotor
pole faces, or embedded in the rotor surface. This method is similar to the method in 8.2.3.1, but
instead of using a slip ring the thermocouples are routed to an accessible stub shaft assembly at the
opposite drive end of the motor. Once the heat run is complete the thermocouples are then
connected to a reader as quickly as practicable, data is recorded, and the temperature data is
extrapolated back to time zero at shutdown.
b) Comments: Potential inaccuracies can occur with the associated cooling that occurs at shutdown.
Test studies have been conducted that show data extrapolated back to time zero is very comparable
to the slip ring time zero data.
8.2.3.3 Rotor thermocouple with wireless transducer
a) Test Method: Thermocouples are installed on the rotor end rings, rotor bars, rotor core, rotor pole
faces, or embedded in the rotor surface. A rotating device is installed on rotor and a wireless pick
up loop or antenna is installed over rotating device. Signals are received by the loop antenna and
fed to electronics to read temperature.
b) Comments: This method can be used to monitor rotor temperature during acceleration and normal
operation. The motor should be above NEMA Frame size to install such devices. If requested by
customer, this method may be installed in production motors and may be non-destructive. Some
applications may be high inertia loads, ASD applications, or critical equipment.
8.2.3.4 Rotor thermocouple with data logger
a) Test Method: A data logger is installed on shaft near rotor core with multiple thermocouples
installed on the rotor end rings, rotor bars, rotor core, rotor pole faces, or embedded in the rotor
surface. The thermocouples are wired along spiders for box input. The temperature data is
downloaded after completing the heat run. Refer to Figure 8. See also Ong, et al. [B60].
b) Comments: Generally such devices are installed on a prototype motor and the motor must be above
NEMA Frame size to install such devices. The motor must be balanced with the thermocouples and
data logger installed with counterweights as needed, then after the heat run, the thermocouples and
data logger are removed and the motor must be rebalanced.
42
IEEE Std 1349-2011
Figure 8 —Data logger on shaft of the motor
8.2.3.5 Thermocouples on rotor surface through stator vents at shutdown
a) Test Method: This test method requires a vented stator core that will allow entry of a custom
designed thermocouple probe to be inserted through the core and firmly contact the rotor surface.
Upon completion of the heat run the data collection can begin after the rotor has come to a
complete stop and then the probes are inserted to the rotor surface. The maximum temperature must
be extrapolated back to time zero from the curve of collected data. Line marked on the shaft aligns
with a rotor bar. Also refer to McBride, Ellis, and Wylie [B52].
b) Comments: This method requires extensive setup and planning. Access to the rotor is a limited
space. Thermocouples may have to be custom made for insertion for each motor design. The
thermal constant of the device should be plotted prior to the test (warm up time), and the
thermocouple should be pre-heated. This method also requires firm contact of the sensor to the
rotor. This method is not destructive to the motor and could be used as a production test.
43
IEEE Std 1349-2011
Annex A
(informative)
Bibliography
Bibliographical references are resources that provide additional or helpful material but do not need to be
understood or used to implement this standard. Reference to these resources is made for informational use
only.
[B1] ANSI/ISA-60079-0 (12.00.01)-2005—Electrical Apparatus for Use in Class I, Zones 0, 1 & 2

Hazardous (Classified) Locations: General Requirements.
[B2] ANSI/ISA-60079-1 (12.22.01)-2009—Explosive Atmospheres—Part 1: Equipment Protection by
Flameproof Enclosures “d”.
[B3] ANSI/ISA-60079-2 (12.04.01)-2010, Electrical Apparatus for Explosive Gas Atmospheres—Part 2
Pressurized Enclosures “p”.
[B4] ANSI/ISA-60079-7 (12.16.01)-2008, Explosive Atmospheres—Part 7: Equipment protection by
increased safety “e”.
[B5] ANSI/ISA-60079-11 (12.02.01)-2009, Electrical Apparatus for Use in Class I, Zones 0, 1 & 2
Hazardous (Classified) Locations—Intrinsic Safety.
[B6] ANSI/ISA-60079-15 (12.12.02)-2009, Electrical Apparatus for Use in Class I, Zone 2 Hazardous
(Classified) Locations: Type of Protection “n”.
[B7] ANSI/ISA TR 12.13.01-1999 (R2005), Flammability Characteristics of Combustible Gases and
Vapors.
[B8] API 2216-2003, Ignition Risk of Hydrocarbon Liquids and Vapors by Hot Surfaces in the Open Air.
[B9] API RP 14F-2008, Recommended Practice for Design, Installation, and Maintenance of Electrical
Systems for Fixed and Floating Offshore Petroleum Facilities for Unclassified and Class I, Division 1 and
Division 2 Locations, 5th ed., July 2008.
[B10] API RP 14FZ-2000, Recommended Practice for Design, Installation, and Maintenance of Electrical
Systems for Fixed and Floating Offshore Petroleum Facilities for Unclassified and Class I, Zone 0, Zone 1,
and Zone 2 Locations, 1st ed., 2000.
[B11] API RP 500-1997 (Reaff 2002), Recommended Practice for Classification of Locations for Electrical
Installations at Petroleum Facilities Classified as Class I, Division 1 and Division 2, 2nd ed., Nov. 1997.
[B12] API RP 505-1997 (Reaff 2002), Recommended Practice for Classification of Locations for Electrical
Installations at Petroleum Facilities Classified as Class I, Zone 0, Zone1, or Zone 2, 1st ed., 1997.
[B13] API RP 540-1999 (Reaff 2004), Recommended Practice for Electrical Installations in Petroleum
Processing Plants, 4th ed., April 1999.
[B14] ASTM E659-1978 (2005), Standard Test Method for Autoignition Temperature of Liquid
Chemicals.
[B15] Bartolucci, E. J. and Finke, B. H., “Cable design for PWM variable speed AC drives,” PCIC
Conference Record, pp. 245–252, 1998.
[B16] Bartels, A. L. and Bradford, M., “The incendivity of electrical discharge activity in rotating electrical
machines,” ERA Report 92-0474, Leatherhead, UK, Jun. 1993.
44
IEEE Std 1349-2011
[B17] Bell, S., Cookson, T. J., Cope, S. A., Epperly, R. A., Fischer, A., Schlegel, D. W., and Skibinski, G.
L., “Experience with variable frequency drives and motor bearing reliability,” PCIC Conference Record,
pp. 253–262, 1998.
[B18] Bonnett, A. H., “A comparison between insulation systems available for PWM inverter FED
motors,” PCIC Conference Record, pp. 49–60, 1996.
[B19] Bonnett, A. H., “Operating temperature considerations and performance characteristics for IEEE 841
Motors,” PCIC Conference Record, pp. 77–89, 2000.
[B20] Bozek, A., and Rowe, V., “Flammable Mixture Analysis for Hazardous Area Classification,” PCIC
Conference Record, pp 83–92, 2008.
[B21] Bredthauer, J., McClung, L. B., Mohla, D. C., and Tretzack, H., “Risk of ignition due to transition
currents in medium voltage motors for classified locations,” IEEE Transactions on Industry Applications,
vol. 27, no. 6, Nov./Dec. 1991.
[B22] BS 5000 P16-1997, Rotating Electrical Machines with Type of Protection ‘n’.
[B23] Buschart, R. J., Doughty, R. L., Epperly, R. A., and Martiny, W. J., “Safe application of totally
enclosed motors in hazardous Class I, Division 2 locations,” IEEE Transactions on Industry Applications,
vol. 30, no. 6, pp. 1538–1547, Nov./Dec. 1994.
[B24] CENELEC Working Group #31-0113 (concluding report) type testing for possibility of sparking.
[B25] Clark, P., Neville, G., and Regan, R., “Solutions for MV motors and generators in hazardous
locations,” PCIC Conference Record, pp. 61–73, 1996.
[B26] Costello, M., “Shaft voltages and rotating machinery,” PCIC Conference Record, pp. 71–78, 1991.
[B27] CSA Certification Notice #672, Motors Used in Division 2 Locations, Feb. 1990.
[B28] CSA 22.1-2009, Canadian Electrical Code, Part 1—Safety Standard for Electrical Installations.
[B29] CSA C22.2 #100-2006 (Reaff 2009), Motors and Generators; Industrial Products.
[B30] CSA C22.2 #145-2004, Motors and Generators for Use in Hazardous Locations.
[B31] Delaney, D., Bruin, M., “Surface Temperature Test Methods Per IEEE 1349,” PCIC Conference
Record, pp 277–285, 2005.
[B32] Doughty, R. L., Daugherty, R. H., Melfi, M. J., and Tsao, J. P., “Evaluation of maximum rotor
temperatures in TEFC inverter-fed motors,” PCIC Conference Record, pp. 225–232, 2000.
[B33] Dymond, J. H., Stranges, N., and Younsi, K., “Stator winding failures: contamination, surface
discharge, tracking,” PCIC Conference Record, pp. 337–344, 1999.
[B34] Epperly, R. A., Hoadley, F. L., and Piefer, R. W., “Considerations when applying ASDs in
continuous processes,” PCIC Conference Record, pp. 47–54, 1995.
[B35] Fink and Beaty, Standard Handbook for Electrical Engineers, 12th Edition, 1987, McGraw Hill,
Equation 2–118, pp 2–31.
[B36] Hamer, P. S., Wood, B. M., Doughty, R. L., Gravell, R. L., Hasty, R. C., Wallace, S. E., and Tsao, J.
P., “Flammable vapor ignition initiated by hot rotor surface within an induction motor—reality or not?,”
PCIC Conference Record, pp. 37–47, 1997.
[B37] Hanna, R. A. and Luscombe, J., “Survey of users’ experience with adjustable speed drives rated 500
hp and above,” PCIC Conference Record, pp. 271–276, 1993.
[B38] Hanna, R. A. and Prabhu, S., “Medium voltage adjustable speed drives—users’ and manufacturers’
experiences,” PCIC Conference Record, pp. 115–123, 1996.
[B39] Haynes, R. L. and Messec, F. L., “Motors for use in hazardous areas—a review of requirements and
current practices,” PCIC Conference Record, pp. 245–255, 1991.
45
IEEE Std 1349-2011
[B40] IEC 60034-5-2006, Rotating Electrical Machines—Part 5: Degrees of Protection Provided By the
Integral Design of Rotating Electrical Machines (IP Code)—Classification.
[B41] IEC 60034-6-1991, Rotating Electrical Machines—Part 6: Methods of Cooling (IC Code).
[B42] IEC 60079-10-2002, Electrical Apparatus for Explosive Gas Atmospheres—Part 10: Classification
of Hazardous Areas.
[B43] IEC 60079-11-2006, Explosive Atmospheres—Part 11: Equipment Protection by Intrinsic Safety
“I”.
[B44] IEC 60079-15-2010, Electrical Apparatus for Explosive Gas Atmospheres—Part 15: Construction,
Test and Marking of Type of Protection ‘n’ Electrical Apparatus.
[B45] IEC 60079-19-2006, Explosive Atmospheres—Part 19: Equipment Repair, Overhaul, and
Reclamation.
[B46] IEEE Std 112™-2004, IEEE Standard Test Procedure for Polyphase Induction Motors and
Generators.
[B47] IEEE Std 115™-2009, IEEE Guide for Test Procedures for Synchronous Machines—Part I:
Acceptance and Performance Testing—Part II: Test Procedures and Parameter Determination for Dynamic
Analysis.
[B48] IEEE Std 141™-1993 (Reaff 1999), IEEE Recommended Practice for Electric Power Distribution
for Industrial Plants (IEEE Red Book).
[B49] IEEE 242™-2001, Protection and Coordination of Industrial and Commercial Power Systems, Buff
Book, (IEEE Buff Book).
[B50] IEEE Std 1434™-2005, IEEE Guide to the Measurement of Partial Discharges in Rotating
Machinery.
[B51] IEEE Std 1566™-2005, IEEE Standard for Performance of Adjustable Speed AC Drives Rated 375
kW and Larger.
[B52] McBride, W., Ellis, R., Wylie, C., Testing for Application of Motors on ASDs in Class I, Division 2
Locations,” PCIC Conference Record, pp 279–288, 2006.
[B53] Merrill, E. F. and Olsen, C. R., “Sparking of ac motor rotors and its effect on Division 2
applications,” AIEE PIC Conference Record, 1959.
[B54] National Electric Code, National Board of Fire Underwriters, 1905.
[B55] NEMA Application Guide for AC Adjustable Speed Drive Systems.
[B56] NEMA MG 2-2007, Safety Standard and Guide for Selection, Installation, and Use of Electric
Motors and Generators.
[B57] NFPA 70-1993, National Electrical Code® (NEC®).
[B58] NFPA 496-2008, Standard for Purged and Pressurized Enclosures for Electrical Equipment.
[B59] NFPA 497-2008, Recommended Practice for the Classification of Flammable Liquids, Gases, or
Vapors and of Hazardous (Classified) Locations for Electrical Installations in Chemical Process Areas.
[B60] Ong, R., Dymond, J. H., and Mistry, B., “Design of Increased Safety Electrical Machines:
Development Activities and Certification Testing,” IEEE Transactions on Industry Applications, vol 37,
no. 4, Jul/Aug 2001.
[B61] OSHA 1910.307, Hazardous (Classified) Locations, Subpart S, Electrical—Design Safety Standards
for Electrical Systems [46 FR 4056, Jan. 16, 1981; 46 FR 40185, Aug. 7, 1981].
[B62] OSHA 1926.407, Hazardous (Classified) Locations, Subpart K, Electrical—Installation Safety
Requirements” [61 FR 5507, Feb. 13, 1996].
46
IEEE Std 1349-2011
[B63] Padden, L. K. and Pillai, P., “Simplifying motor coordination studies,” IEEE IAS Magazine, vol. 5,
no. 2, pp. 38–52, Mar./Apr. 1999.
[B64] Paes, R., Driscoll, T., Lockley, B, Melfi, M., Rizzo, S., and Rowe, V., “Application Considerations
for Class I, Div 2 Inverter-Fed Motors,” PCIC Conference Record, pp. 289–296, 2004.
[B65] Rautee, Jussi, Lienesch, Frank, Liew, Tom, “Safety Improvements of non-sparking and increased
safety motors,” PCIC Europe Conference Record, 2008.
[B66] “Report on an investigation by UK manufacturers of large electrical machines into problems of
electrical motors of type Exe and ExN operating in potentially explosive atmospheres,” Rotating Electrical
Machines Association, BEAMA Ltd., London, 1990.
[B67] Saunders, L. A., Skibinski, G. L., Evon, S. T., and Kempkes, D. L., “Riding the reflected wave—
IGBT drive technology demands new motor and cable considerations,” PCIC Conference Record, pp. 75–
84, 1996.
[B68] Stranges, Meredith K.W., Stone, Greg. C., Bogh, Dennis L., “Voltage endurance testing—stator
insulation systems for inverter-fed machines” IEEE IAS Magazine, vol. 15, no. 6, Nov/Dec 2009.
[B69] Stranges, N., and Dymond, J.H., “How Design Influences the Temperature Rise of Motors on
Inverter Drives” IEEE Transactions on Industry Applications, vol. 39, no.6, Nov/Dec 2003.
[B70] UL 674-2008, Electric Motors and Generators for Use in Division 1 Hazardous (Classified)
Locations.
47
IEEE Std 1349-2011
Annex B
(informative)
Regulations and standards for motors used in areas where flammable

gases or vapors may be present
This annex lists information regarding motor applications in areas where flammable gases or vapors may be
present.
B.1 Occupational Safety and Health Administration (OSHA)
OSHA has two major sections commonly referenced when applying motors in Class I, Division 2 or Zone 2
locations and these are as follows:
OSHA 1910.307, Subpart S, Electrical—Design Safety Standards for Electrical Systems [B61].
OSHA 1926.407, Subpart K, Electrical—Installation Safety Requirements [B62].
B.2 National Fire Protection Association
There are several NFPA documents that have information regarding motor applications in Division 2 or
Zone 2 locations. The document that is mainly addressed in this guide is NFPA 70-2011, also known as the
NEC. The two Informational Notes in Section 501.125(B) and 505.20(C) are discussed throughout this
guide and are as follows:
Informational Note No. 1: It is important to consider the temperature of internal and external
surfaces that may be exposed to the flammable atmosphere.
Informational Note No. 2: It is important to consider the risk of ignition due to currents arcing
across discontinuities and overheating of parts in multisection enclosures of large motors and
generators. Such motors and generators may need equipotential bonding jumpers across joints in
the enclosure and from enclosure to ground. Where the presence of ignitable gases or vapors is
suspected, clean-air purging may be needed immediately prior to and during start-up periods.
When purging, prepurging, or pressurization of an enclosure is needed, the following standard should be
referenced:
NFPA 496-2008, Standard for Purged and Pressurized Enclosures for Electrical Equipment [B58].
When determining the appropriate area classification including group designation and AIT, the following
recommended practice should be referenced:
NFPA 497-2008, Recommended Practice for the Classification of Flammable Liquids, Gases, or
Vapors and of Hazardous (Classified) Locations for Electrical Installations in Chemical Process
Areas [B59].
48
IEEE Std 1349-2011
B.3 American Petroleum Institute
When determining the appropriate area classification including Class and Division, the following
API RP 500-1997 (Reaff 2002), Recommended Practice for Classification of Locations for
Electrical Installations at Petroleum Facilities Classified as Class I, Division 1 and Division 2, 2nd
ed. Nov. 1997 [B11].
When determining the appropriate area classification including Class and Zone, the following
API RP 505-1997 (Reaff 2002), Recommended Practice for Classification of Locations for
Electrical Installations at Petroleum Facilities Classified as Class I, Zone 0, Zone 1, and Zone 2, 1st
ed. Nov. 1997 [B12].
API specifications that can assist the designer with larger motors applied in Class I, Division 2 or Zone 2
locations are as follows:
API 541-2004, Form-Wound Squirrel-Cage Induction Motors—500 Horsepower and Larger, 4th
ed., June 2004.
API 546-2008, Brushless Synchronous Machines—500 kVA and Larger, 3rd ed., September 2008.
API 547-2005, General-Purpose Form-Wound Squirrel Cage Induction Motors—250 Horsepower
and Larger, 1st ed., January 2005.
API Recommended Practices that apply to motor installations in Class I, Division 2 or Zone 2 areas are as
follows:
API RP 14F-2008, Recommended Practice for Design, Installation, and Maintenance of Electrical
Systems for Fixed and Floating Offshore Petroleum Facilities for Unclassified and Class I, Division
1 and Division 2 Locations, 4th ed., July 2008 [B9].
API RP 14FZ-2000, Recommended Practice for Design, Installation, and Maintenance of Electrical
Systems for Fixed and Floating Offshore Petroleum Facilities for Unclassified and Class I, Zone 0,
Zone 1, and Zone 2 Locations, 1st ed., 2000 [B10].
API RP 540-1999 (Reaff 2004), Electrical Installations in Petroleum Processing Plants, 4th ed.,
April 1999 [B13].
B.4 International standards
The standards listed in B.4.1 through B.4.4 are used in applying motors in flammable atmosphere in
various parts of the world, but are not specifically referenced in this guide.
B.4.1 British Standards Institution
BS 5000 P16-1997, Rotating Electrical Machines with Type of Protection “n” [B22].
49
IEEE Std 1349-2011
B.4.2 Canadian Standards Association International
C22.1-2009, Canadian Electrical Code, Part I—Standard Safety for Electrical Installations [B28].
CSA Certification Notice #672, Motors Used in Division 2 Locations [B27].
CSA C22.2 #100-2006 (Reaff 2009) Motors and Generators; Industrial Products [B29].
CSA C22.2 #145-1986 (Reaff 2004), Motors and Generators for Use in Hazardous Locations
[B30].
Motor installations in Canada should meet the requirements of the CEC to operate in a Division 2 or Zone 2
locations where they are tested and certified as suitable for the area classification. Motors certified by CSA
for unclassified (i.e., non-hazardous or ordinary) locations can also be used in a Division 2 or Zone 2
location provided they meet the additional requirements for such location.
B.4.3 European Committee for Electrotechnical Standards
CENELEC Working Group #31-0113 (concluding report) type testing for possibility of sparking
[B24].
B.4.4 International Electrotechnical Commission
IEC 60034-5-2006, Rotating Electrical Machines—Part 5: Degrees of Protection Provided by the

Integral Design for Rotating Electrical Machines (IP Code)—Classification [B34].
IEC 60034-6-1991, Rotating Electrical Machines—Part 6: Methods of Cooling (IC Code) [B41].
IEC 60079-10-2002, Electrical Apparatus for Explosive Gas Atmospheres—Part 10: Classification
of Hazardous Areas [B42].
IEC 60079-11-2006, Explosive Atmospheres—Part 11: Equipment Protection by Intrinsic Safety
“i” [B43].
IEC 60079-15-2010, Electrical Apparatus for Explosive Gas Atmospheres—Part 15: Construction,
Test and Marking of Type of Protection “n” Electrical Apparatus [B44].
IEC 60079-19-2006, Explosive Atmospheres—Part 19: Equipment, Repair, Overhaul, and
Reclamation [B45].
50
IEEE Std 1349-2011
Annex C
(informative)
AIT and group designations for Class I materials
This annex describes the AIT characteristic of flammable gases and vapors and shows the group
designations as defined in the 2011 NEC.
C.1 AITs
The AIT of a flammable gas or vapor is important in determining the acceptability of equipment that
operates at relatively high exposed surface temperatures, such as lighting fixtures, heaters, and motors. For
example, explosionproof equipment is designed to contain an internal explosion and prevent the explosion
from escaping to the surrounding flammable atmosphere. However, if the external surface of the
explosionproof enclosure is at a temperature above the AIT of the flammable gas or vapor, the external
surface may act as an ignition source, creating a potentially dangerous situation. For equipment that is
acceptable for use in Class I, Division 2 or Zone 2 locations and does not require an explosionproof
enclosure, the surface temperature of any internal or external component exposed to the gas–air mixture
should also be below the AIT of potential flammable sources so that the surface does not become a
potential ignition source.
C.1.1 Test methods and why results differ
Autoignition temperatures observed under one set of conditions may be changed substantially by a change
of conditions, including a change in test method. For this reason, the AIT of a material varies with the test
method. Some of the variables known to affect AITs are percentage composition of the vapor– or gas–air
mixture, shape and size of the space where the autoignition occurs, rate and duration of heating, type and
temperature of the ignition source, catalytic or other effect of materials that may be present, and oxygen
concentration.
The majority of the data reported in various publications for the determination of AIT have been obtained
by one of two standard procedures: ASTM D286 or ASTM D2155. ASTM has now withdrawn both
standards. ASTM D286 was withdrawn many years ago and ASTM D2155 was withdrawn in November
1980. ASTM D2155 has been replaced by ASTM E659-1978 [B14]. Both ASTM D286 and ASTM D2155
were withdrawn in favor of ASTM E659-1978 because the newer method was easier to run and produced
more consistent results by eliminating much of the judgment and variation due to different observers.
The differences among the various test methods are basically as follows:
a) The size and shape of the test vessel

b) The method of heating the test vessel
c) The method of detecting autoignition
In all test methods, a test vessel consisting of a borosilicate glass flask is used. The test vessel is heated
thoroughly in an insulated enclosure to a known temperature. A carefully measured amount of the material
to be tested is injected into the test vessel. If no ignition occurs the test vessel temperature is raised and the
test repeated. The test is also repeated using various concentrations until the lowest temperature of
autoignition for any concentration is found. Increasing the volume of the test vessel normally results in a
lowering of the observed AIT. Changing the shape of the test vessel (surface-to-volume ratio) also affects
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IEEE Std 1349-2011
the temperature observed, as does the material of the test vessel. The borosilicate glass has been found to
give the lowest temperatures of any materials that do not result in a catalytic action.
Because tests are designed to heat the entire flammable mixture in its most easily autoignited concentration,
there is a degree of safety factor in the test. In most installations of electrical equipment, the flammable
mixture is heated as it contacts the hot surface, and turbulence at the surface results, so that the flammable
mixture is never as hot as the heated surface. On the other hand, if the flammable mixture is in a closed
heated chamber such as a drying oven that is much larger in volume that the test vessel, autoignition can
occur at lower than the recorded AIT.
As an illustration of the effects of test methods, the AIT of hexane, as determined by three different
methods, are as follows:
Method 1 225 qC
Method 2 336 qC
Method 3 510 qC
The effect of percentage composition is shown by the following AITs for pentane:
1.5% 548.4 qC
3.75% 502.4 qC
7.65% 476.3 qC
The following AITs for carbon disulfide demonstrate the effect of the size of the test vessel:
120 qC in a 200 ml flask

110 qC in a 1liter flask
96 qC in a 10liter flask
The effect of the material of construction of the test vessel is shown by the following AITs for benzene:
572 qC in a quartz vessel

678 qC in an iron vessel
API 2216-2003 [B8], based on experimental data and field experience, concluded that ignition of
flammable hydrocarbon vapors by a hot surface in the open air requires temperatures well above the
laboratory determined minimum AIT of the material involved. As a rule of thumb, the document stated
ignition by a hot surface in the open air should not be assumed unless the surface temperature is about
200 qC above the accepted minimum AIT. Table C.1 summarizes the test results. (See API 2216-2003
[B8].)
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IEEE Std 1349-2011
Table C.1—Published AIT versus hot surface ignition
Material AIT in NFPA 497-2008 [B59] Hot surface without ignition [B8]
(qC) (qC)
Gasoline 280–425 540–725
Lube oil 370 650
Light naphtha 330 650
Ethyl ether 160 565
For single-component flammable vapors, NFPA 497-2008 [B59] includes published AITs. Additional
information is included in ANSI/ISA TR 12.13.01-1999 [B7]. However, many flammable vapors contain
multiple components. The AIT of the mixture can be determined by test using the methods described in
NFPA 497-2008 [B59] and ANSI/ISA TR 12.13.01-1999 [B7]. Gas mixture flammability (UFL and LFL)
and Gas Group classification can sometimes be approximated using Le Chateleier’s method are described
in the Bozek and Rowe paper [B20]. See NFPA 497-2008 [B59] also for information on Le Chateleier’s
method.
C.1.2 History of AIT in the NEC
Prior to publication of the 1971 edition of the NEC the AIT of the flammable material was part of the group
classification process. Equipment intended for Group D locations was limited to a maximum surface
temperature of 280 qC, as was equipment intended for Group A and Group B. However, equipment for use
in Group C was limited to an external surface temperature of 180 qC, the AIT of ethyl ether at that time.
Subsequent tests indicated an AIT of ethyl ether of 160 qC. Thus, a new material being investigated for
classification, even though it might be classified as a Group D material because of explosion pressure and
MESG considerations, would have to be classified as Group C if the AIT of the material was less than
280 qC. If the material had an AIT less than 180 qC it could not be classified. Carbon disulfide with an AIT
of 100 qC is one such material.
The National Electrical Code Committee recognized this problem and in the 1971 edition of the NEC
removed the AIT as a criterion for group classification. A system of marking equipment to identify the
external surface temperature was instituted in its place, and a requirement established that equipment could
not be used in locations where the AIT of the flammable material was less than the marked external surface
temperature of the equipment.
C.1.3 NEC temperature identification numbers
In the 1971 edition of the NEC a system of numbers was also established giving specific temperatures or
temperature ranges. This system was based on the International Electrotechnical Commission (IEC)
system, with additional levels based on the traditional dividing lines in the United States. The international
level of 300 qC was the dividing level to go from T1 to T2 for the IEC system. There was no IEC level at
280 qC, one of the traditional dividing lines in the United States, so a new identification T2A was
established. This permitted equipment used in the United States to be marked T2A. The equipment also
complied with the T2 marking traditionally used in Europe, since the temperature did not exceed 300 qC.
The temperature identification numbers are shown in Table C.2.
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IEEE Std 1349-2011
Table C.2—Temperature identification numbers29
Temperature (°C) IEC NEC
450 T1 T1
300 T2 T2
280 T2A
260 T2B
230 T2C
215 T2D
200 T3 T3
180 T3A
165 T3B
160 T3C
135 T4 T4
120 T4A
100 T5 T5
85 T6 T6
29
Reprinted with permission from NFPA 70®-2011, National Electrical Code® Copyright © 2010, National Fire Protection
Association, Quincy, MA. This reprinted material is not the complete and official position of the NFPA on the reference subject which
is represented only by the standard in its entirety.
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IEEE Std 1349-2011
The AIT for which equipment was approved prior to this requirement was assumed to be as follows (1993
NEC, Section 500-3(e) [B57]). Starting in 1996 the NEC did not have this assumption.
Group A–280 qC Group C–180 qC
Group B–280 qC Group D–280 qC
C.2 NEC Class I group designations
Because a nonexplosionproof motor (e.g., TEFC or IP44/54 or WPII or IP24W) is not designed to contain
an explosion, the group designation is not relevant and is not needed on the motor nameplate. However, the
group designation is necessary for explosionproof motors and other equipment and motors tested by third-
party agencies for use in classified locations. The group designation is also necessary on accessory
enclosures containing sparking components (explosionproof accessory enclosures) even though the motor
may be a nonexplosionproof type.
Group designations of some materials are given in NFPA 497-2008. Some of the more common material
group designations are as follows in Table C.3.
Table C.3—Gas groups
Division - Group Gas Zone - Group

Group A Acetylene Group IIC
Group B Hydrogen Group IIC
Group C Ethylene Group IIB
Group D propane Group IIA
For more detailed information on groups, refer to 2011 NEC 500.6(A) and NFPA 497-2008 [B59].
C.1.4 Gases and vapors, heavier-than-air and lighter-than-air
In the absence of a wall or other barriers and in the absence of air currents or similar disturbing forces, it
may be assumed that a gas or vapor disperses uniformly in all directions, as governed by the gas or vapor
density and velocity. Heavier-than-air vapors disperse principally downward and outward and lighter-than-
air gases and vapors disperse principally upward and outward.
Gases, vapors, and combinations of gases and vapors should be carefully analyzed to determine whether
they are heavier-than-air or lighter-than-air under all operating conditions. Mixtures often contain both
lighter-than-air and heavier-than air components.
Once inside a motor enclosure, a heavier-than-air vapor may take longer to disperse than a lighter-than-air
gas and should be considered when applying motors in Class I, Division 2 or Zone 2 locations.
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IEEE Std 1349-2011
Annex D
(informative)
Motor enclosure types and protection techniques
General-purpose enclosures are acceptable in Class I, Division 2 locations for nonsparking devices as long
as surface temperatures meet the requirements of the 2011 NEC and the equipment listing. Enclosures
meeting the requirements of Class I, Division 1 locations can be used in Class I, Division 2 locations
provided that they are applied within the equipment listing and labeling requirements, including the T Code
and group designations on their nameplates. Table D.1 summarizes some of the commonly applied motor
enclosures used in the petrochemical industry in Class I, Division 2 locations, and brief descriptions from
NEMA MG-1-2009 (Revision 1-2010) are given in the following subclauses. The NEMA MG-1 enclosure
descriptions and IP Code and IC Code designations are provided. Table D.2 summarizes suitable protection
methods applicable to motors, as defined in 2011 NEC Art. 505.8, and brief descriptions from the
appropriate ANSI/ISA standards.
Table D.1—Commonly applied motor enclosures
Enclosure type Reference subclause Most commonly applied

(NEMA, IP30/IC31) (Ref. NEMA MG-1)
Motors 1000V and less
Totally enclosed fan-cooled motor D.2.2 Three-phase, indoor or outdoor

(TEFC or IP44/54, IC411) (1.26.2) environments
Explosionproof motor D.2.3 Single-phase with centrifugal switch

(TEFC-XP [B71]or AEx “d”)32 (1.26.10)
Open dripproof motor D.1.1 Three-phase, clean indoor

(ODP or IP12, IC01) (1.25.1) environments
Motors over 1000V
Open dripproof motor D.1.1 In older installations in clean indoor

(ODP or IP12, IC01) (1.25.1) environments
Open externally ventilated motor D.1.2

(IP12/13, IC06) (1.25.6)
Open pipe-ventilated motor D.1.3

(IP12/13, IC11/17) (1.25.7)
Weather-protected motor Type I D.1.4

(WPI or IP23, IC01) (1.25.8.1)
Weather-protected motor Type II D.1.5 Clean outdoor and indoor

(WPII or IPW24, IC01) (1.25.8.2) environments
Totally enclosed nonventilated motor D.2.1

(TENV or IP44/54, IC410) (1.26.1)
30
NEMA MG-1, Part 5
31
NEMA MG-1, Part 6
32
Applied within the T Code, class, and gas group listing. See 2011 NEC 500.8(B) and Table 500.8(C). Used for single-phase motors
with centrifugal switch.
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IEEE Std 1349-2011
Table D.1—Commonly applied motor enclosures (continued)
Enclosure type Reference subclause Most commonly applied

(NEMA, IP30/IC31) (Ref. NEMA MG-1)
Totally enclosed fan-cooled motor D.2.2 Three-phase, indoor or outdoor

(TEFC or IP44/54, IC411) (1.26.2) environments,
typically up to 1500 hp
Totally enclosed pipe-ventilated motor D.2.4 In Class I, Division 1 indoor

(TEPV or IP44, IC31/37) (1.26.4) locations and some low-speed ASD
Class I, Division 2 applications
Totally enclosed water-to-air cooled motor D.2.5 Hostile environments

(TEWAC or IP44/54, IC81W) (1.26.7) Consider for motors 6 kV and above
(Ref. API 546-2008)
Totally enclosed air-to-air cooled motor D.2.6 Hostile environments

(TEAAC or IP44/54, IC61133, IC61634) (1.26.8) Consider for motors 6 kV and above
(Ref. API 546-2008)
Totally enclosed air over motor D.2.7

(IP54, IC417) (1.26.9)
D.1 Open motor (IP00, IC01)
An open motor is one having ventilating openings that permit passage of external cooling air over and
around the windings of the motor. The term open motor, when applied to large apparatus without
qualification, designates a motor having no restriction to ventilation other than that necessitated by
mechanical construction. Types of open motors are described in D.1.1 through D.1.5.
D.1.1 Open dripproof motor (IP12, IC01)
An open dripproof motor (ODP) is an open motor in which the ventilating openings are so constructed that
successful operation is not interfered with when drops of liquid or solid particles strike or enter the
enclosure at any angle from 0° to 15° downward from the vertical.
D.1.2 Open externally ventilated motor (IP12/13, IC06)
An open externally ventilated motor is one that is ventilated by means of a separate motor-driven blower
mounted on the motor enclosure. This motor is sometimes known as a blower-ventilated or forced-
ventilated motor.
D.1.3 Open pipe-ventilated motor (IP12/13, IC11/17)
An open pipe-ventilated motor is an open motor except that openings for the admission of the ventilating
air are so arranged that inlet ducts or pipes can be connected to them. Open pipe-ventilated motors shall be
self-ventilated (air circulated by means integral with the motor) or forced-ventilated (air circulated by
33
Shaft Driven Secondary Fan
34
Auxiliary Secondary Fan
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IEEE Std 1349-2011
D.1.4 Weather-protected Type I motor (IP23, IC01)
A weather-protected Type I (WPI) motor is an open motor with its ventilating passages so constructed as to
minimize the entrance of rain, snow, and airborne particles to the electric parts and having its ventilated
openings so constructed as to prevent the passage of a cylindrical rod 1.9cm in diameter.
D.1.5 Weather-protected Type II motor (IPW24, IC01)
A weather-protected Type II (WPII) motor has, in addition to the enclosure defined for a weather-protected
Type I motor, its ventilating passages at both intake and discharge so arranged that high-velocity air and
airborne particles blown into the motor by storms or high winds can be discharged without entering the
internal ventilating passages leading directly to the electrical parts of the motor itself. The normal path of
the ventilating air that enters the electric parts of the motor is arranged by baffling or separate housings as
to provide at least three abrupt changes in direction, none of which are less than 90q. In addition, to
minimize the possibility of moisture or dirt being carried into the electrical parts of the motor, the intake air
path velocity does not exceed 193 m/min.
D.2 Totally enclosed motor
A totally enclosed motor is one so enclosed as to prevent the free exchange of air between the inside and
the outside of the case, but not sufficiently enclosed to be termed airtight. Types of totally enclosed motors
are described in D.2.1 through D.2.7.
D.2.1 Totally enclosed nonventilated motor (IP44/54, IC410)
A totally enclosed nonventilated motor (TENV) is a totally enclosed motor that is not equipped for cooling
by means external to the enclosing parts.
D.2.2 Totally enclosed fan-cooled motor (IP44/54, IC411)
A totally enclosed fan-cooled (TEFC) motor is a totally enclosed motor equipped for exterior cooling by
means of a fan or fans integral with the motor, but external to the enclosing parts.
D.2.3 Explosionproof motor (IP44/54, IC411, AEx “d”)
An explosionproof (TEFC-XP) motor is a totally enclosed motor whose enclosure is designed and
constructed to withstand an explosion of a specified gas or vapor (as noted by the group designation on the
nameplate), which may occur within the motor enclosure. The enclosure is also designed to prevent the
ignition of the specified gas or vapor surrounding the motor by containing and cooling the gases after an
internal explosion as the gases escape from the motor enclosure. The outside surface of an explosionproof
motor is also designed to be temperature limited during normal running conditions to the T-Code
designation on the nameplate so that the outside surface temperature is below the AIT of the surrounding
gases or vapors. (UL 674-2008 [B70].)
D.2.4 Totally enclosed pipe-ventilated motor (IP44, IC31/37)
A totally enclosed pipe-ventilated (TEPV) motor is a motor with openings so arranged that when inlet and
outlet ducts or pipes are connected to them there is no free exchange of the internal air and the air outside
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IEEE Std 1349-2011
the case. Totally enclosed pipe-ventilated motors may be self-ventilated (air circulated by means integral
with the motor) or forced-ventilated (air circulated by means external to and not a part of the motor).
D.2.5 Totally enclosed water-to-air cooled motor (IP44/54, IC81W)
A totally enclosed water-to-air cooled (TEWAC) motor is a totally enclosed motor that is cooled by
circulating air, which, in turn, is cooled by circulating water. It is provided with a water-cooled heat
exchanger for cooling the internal air and a fan or fans, integral with the rotor shaft or separate, for
circulating the internal air. TEWAC motors are used in hostile atmospheric environments.
D.2.6 Totally enclosed air-to-air cooled motor (IP44/54, IC611/616)
A totally enclosed air-to-air cooled (TEAAC) motor is a totally enclosed motor that is cooled by circulating
the internal air through a heat exchanger, which, in turn, is cooled by circulating external air. It is provided
with an air-to-air heat exchanger for cooling the internal air and a fan or fans, integral with the rotor shaft
or separate, for circulating the internal air and a fan or fans integral with the rotor shaft, or separate, but
external to the enclosing part or parts for circulating the external air. TEAAC motors are used in hostile
atmospheric environments.
D.2.7 Totally enclosed air-over motor (IP54, IC417)
A totally enclosed air-over motor is a totally enclosed motor intended for exterior cooling by a ventilating
means external to the motor.
D.3 Zone protection methods
As noted in 2011 NEC Art. 505.20 (C), Exception #4, the installation of open or nonexplosionproof or
nonflameproof enclosed motors, such as squirrel-cage induction motors without brushes, switching
mechanisms, or similar arc-producing devices that are not identified for use in a Class I, Zone 2 location
are permitted. This provision of NEC Article 505 is consistent with the provision of Article 501.125 (B)
applicable to motors in Class I, Division 2; therefore, the guidelines and information presented in D.1 and
D.2 of this annex are applicable to Zone 2 applications.
In addition, Article 505.20 (C), Exception #3 states that equipment identified for use in Class I, Division 1
or Division 2 for the same gas and with a suitable temperature class may be used in a Class I, Zone 2
location.
Article 505.8 lists protection techniques defined in ANSI/ISA 60079-0 (12.00.01)-2005 [B1]. The
equipment markings associated with these protection techniques are further defined in 2011 NEC Article
505.9 (C)(2). The protection techniques most commonly applied to motors are listed in Table D.2.
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IEEE Std 1349-2011
Table D.2— Zone protection methods suitable for Class I, Zone 2
Enclosure type Reference subclause

Most commonly applied
(Markings) [Ref. ANSI/ISA standard]
D.3.1 Zone 1, but also suitable for Zone 2

Flameproof “d” when applied within “T” code rating
[ANSI/ISA-60079-1 (12.22.01)- and consistent with gas group
(AEx d)
2009] [B2] designation on nameplate
D.3.2 Zone 1, but also suitable for Zone 2

Increased Safety “e” when applied within “T” code rating
[ANSI/ISA-60079-7 (12.16.01)- and consistent with gas group
(AEx e)
2002] [B4] designation on nameplate
D.3.5
Intrinsically safe “ia” or “ib” Auxiliary devices, mainly
[ANSI/ISA-60079-11 (12.02.01)- instrumentation
(AEx “ia” or AEx “ib”)
2008] [B5]
D.3.3 Zone 1 but also suitable for Zone 2
Purged and Pressurized “p”
[ANSI/ISA-60079-2 (12.04.01)- when applied within “T” code rating
(AEx px, AEx py, AEx pz) and consistent with gas group
2010] [B3]
D.3.4 Zone 2, when applied within “T”
Non-sparking “n”
[ANSI/ISA-60079-15 (12.12.02)- code rating and consistent with gas
(AEx nA) group designation on nameplate
2009] [B6]
D.3.1 Flameproof—“d”
A type of protection of electrical apparatus in which an enclosure will withstand an internal explosion of a
flammable mixture which has penetrated into the interior, without suffering damage and without causing
ignition, through any joints or structural openings in the enclosure, of an external explosive atmosphere
consisting of one or more of the gases or vapors for which it is designed.
This type of protection is similar in design to “explosionproof” (see D.2.3) except that flameproof design
allows for less stringent proof testing to verify capability to contain an explosion (1.5 × maximum
anticipated explosion pressure). Shaft and bearing seals employed are cylindrical, labyrinth, and floating
gland type. The design and testing requirements for flameproof protection are defined in ANSI/ISA-60079-
1 (12.22.01)-2009 [B2].
Apparatus grouping and temperature classification defined in ANSI/ISA 60079-0 (12.00.01)-2005 [B1] for
the use of electrical apparatus in potentially explosive atmospheres apply to flameproof enclosures. The
subdivisions A, B, C for electrical apparatus of Group II also apply.
D.3.2 Increased safety—“e”
Increased safety is a technique developed in Germany. It has been used for non-sparking equipment such as
terminals, motors, and lighting fixtures. The motors are specially designed to remain below the autoignition
temperature, even under certain locked rotor conditions, and have special connection facilities designed to
prevent loosening even under severe vibration. Refer to ANSI/ISA-60079-7 (12.16.01)-2008 [B4].
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IEEE Std 1349-2011
D.3.3 Purged and pressurized— “p”
Purging and pressurization reduces the concentration of any flammable gas or vapor initially present to an
acceptably safe level and isolates electrical components from the external atmosphere by maintaining a
pressure within the equipment enclosure higher than that of the external atmosphere. Thus, the external
atmosphere is prevented from entering the enclosure. Unlike flameproofing, this technique is not gas-group
dependent and is suitable for Class I, Zone 1 or Zone 2 (See NFPA 496-2008). Refer to ANSI/ISA-60079-2
(12.04.01)-2010 [B3].
In North America pressurization is used for reducing the classification within the enclosure to a lower level,
such as from Class I, Division 1 to Division 2 or nonhazardous (unclassified) or from Class I, Division 2 to
nonhazardous (unclassified) or such as from Class I, Zone 1 to Zone 2 or nonhazardous (unclassified) or
from Class I, Zone 2 to nonhazardous (unclassified):
Type X Pressurization. In the United States and Canada, Type X pressurization is a method of
reducing the classification within an enclosure from Class I, Division 1 or Zone 1 to nonhazardous
(unclassified). Type X purging requires that the enclosure pressure be monitored and that the
electrical power be mechanically disconnected upon loss of positive pressure.
Type Y Pressurization. In the United States and Canada, Type Y pressurization is a method of
reducing the classification within an enclosure from Class I, Division 1 to Division 2 or Class I,
Zone 1 to Zone 2. Devices that employ Type Y pressurization must be suitable for use in Class I,
Division 2 or Zone 2 locations without pressurization. A visual or audible warning is required for
loss of positive pressure.
Type Z Pressurization. In the United States and Canada, Type Z pressurization is a method of
reducing the classification within an enclosure from Class I, Division 2 or Zone 2 to nonhazardous
(unclassified). A visual or audible warning is required for loss of positive pressure.
Although protection type “p” is not required for use in Class I, Zone 2 locations, the techniques and design
basis used to achieve this degree of protection are helpful when using prestart purging or periodic purging
for certain applications of open or enclosed induction motors in Class I, Zone 2 in which the motor is not
identified for use in Class I, Zone 1 or 2 (see 6.12.1 of this document).
D.3.4 Non-sparking— “n”
For Class I, Zone 2 applications, protection type “n,” or nonsparking, is applicable to standard industrial
equipment, which in normal operation will not produce arcs, sparks, or surface temperatures high enough to
cause ignition. Refer to ANSI/ISA-60079-15 (12.12.02)-2009 [B6].
Motors should have secure rotor bars and fans, ventilation screens, and adequate clearances. The open
(IP23) or totally enclosed, IP44/54 (TEFC, TEWAC, or TEAAC) motors are allowed in Class I, Zone 2
locations depending on the degree of motor exposure. The open (IP23) motors may be installed indoors
under controlled environments and totally enclosed (IP44/54) may be installed in more severe outdoor
environments. Typically, the live parts of motor or electrical equipment will have minimum IP44/54
enclosure and insulated parts will have IP20 enclosure. In addition, the motor termination box should be
rated not less than IP 54 (equivalent to NEMA 3—Dust tight, Rain tight). The temperature classification of
the motor is based on the operating conditions excluding starting conditions unless a machine is designed to
operate under duty cycle conditions when the limiting temperature determined by the temperature class of
the motor shall not be exceeded for the whole of the duty cycle period, including starting if this is part of
the duty cycle.
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IEEE Std 1349-2011
D.3.5 Intrinsically safe— “ia” or “ib”
For Class I, Zone 2 motor applications, protection type “i”, or intrinsically safe, is applicable to motor
auxiliary devices containing arcing/sparking components and/or make-and-break contacts and are installed
either inside or outside of the motor housing. Examples of such devices are bearing temperature switches or
relays, vibration switches, air filter differential pressure switches, speed switches, brush or switch type
encoders, or tachometers, leak detector switches or relays, pre-start purging controls, etc. An intrinsically
safe circuit is designed so that any spark or thermal effect is incapable causing ignition of a mixture or
flammable or combustible material in air under prescribed test conditions. Refer to ANSI/ISA-60079-11
(12.02.01)-2009 [B5].
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IEEE Std 1349-2011
Annex E
(informative)
Motor information tables
These tables contain recommended information that is typically furnished to a manufacturer when a motor
is to be applied in a Class I, Division 2 or Zone 2 location. This information is generally documented in a
data sheet and provided to the motor manufacturer.
Table E.1 has the information that should be furnished to a motor manufacturer for any motor that is
installed in a Class I, Division 2 or Zone 2 location. If the motor application complies with the Common
application conditions in 5.1, then the information in Table E.2 should be given to the motor manufacturer
in addition to the information in Table E.1. If the application does not comply with all of the Common
application conditions, then the information in Table E.3, in addition to that in Table E.1 and Table E.2,
should be given to the motor manufacturer for the Uncommon condition(s) as discussed in Clause 6. Table
E.4 contains some other information that may be needed by the motor manufacturer for the Class I,
Division 2 or Zone 2 application. These information tables are not intended to include all of the
requirements for manufacturing a motor, but highlight the information that is important for Class I,
Division 2 or Zone 2 applications. Manufacturers and users may require additional information for
particular applications.
Table E.1—Information for all motors in a Class I, Division 2 or Zone 2 location
Information furnished to Comment

manufacturer
Class and Division or Zone, Group, Furnish area classification information.

autoignition temperature.
Site conditions Ambient temperatures above 40 °C can affect maximum

operational temperatures. Site conditions such as humidity
and airborne contaminants may affect PD levels.
Size (kW or hp) Motors should be operated at or below their base nameplate
kW or hp rating to correspond to the temperatures in Table 1.
Voltage Machines operating at voltages over 6.0 kV could be subject

to corona discharge.
Enclosure type See Annex D.
Space heater maximum surface Furnish space heater information: maximum surface
temperature, if applicable. temperature, nameplate, voltage, warning label, etc. (see
5.4.3.1).
Optional auxiliary devices that may Some devices are differential pressure switches, surge
experience sparking during normal arresters, thermostats, vibration sensors, leak detectors, etc.
operation and/or may need to be (see 5.4.3).
approved for use in Class I,
Division 2 or Zone 2 locations.
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Table E.2—Information for all Common application conditions
Reference
Information furnished to manufacturer Comment
subclause
Motors should have a maximum Class B rise at 1.0

service factor when tested with sine wave power at
Motor service factor, load, poles, frequency rated nameplate conditions.
5.1 b)
and power supply
Refer to NEMA MG-1-2009 (Revision 1-2010),
Parts 12.43, 12.44, 20.7, 20.8, and 21.10.1.
The ambient temperature range should be –15 qC to

Ambient temperature range 5.1 d) 40 qC; or when water-cooling is used, the ambient
temperature range should be 5 qC to 40 qC.
Installations exceeding 1000m above sea level will

Altitude of installation 5.1 e) require derating per NEMA MG-1-2009 (Revision 1-
2010), Part 20.8.4
The motors should be designed for continuous duty

Duty cycle 5.1 g)
operation.
The number of starts should not exceed the motor’s

Provide starting requirements 5.1 h)
design requirements.
The load inertia should be within NEMA MG-1-

Load inertia 5.1 i) 2009 (Revision 1-2010) requirements, Part 12, Part
20 and Part 21.
The induction motor torque characteristic at rated

load should be low slip, typically less than 2%
Load torque characteristics 5.1 j) except for very small machines. Common
applications for small and medium size machines are
NEMA A and B characteristics.
The voltage or frequency variation should not

Provide voltage, phase, and frequency. 5.1 k) exceed r10% of rated voltage or r5% of rated
frequency or a combination of not more than r10%.
Expected level of voltage unbalance. 5.1 l) The voltage unbalance should be within 1%.
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IEEE Std 1349-2011
Table E.3—Additional information for Uncommon applications
Information furnished to manufacturer Reference Comment

subclause
High or low ambient temperature 6.1 Refer to NEMA MG-1-2009 (Revision 1-2010),
Parts 12.43.3, 20.8.3, and 21.10.3.
Low ambient temperatures may require bearing

lube oil heaters and treated water for water-
cooled motors.
High altitudes 6.2 Refer to NEMA MG-1-2009 (Revision 1-2010),

Parts 14.4, 20.8.4, and 21.10.4.
ASD application 6.3 Indicate type of ASD, speed range, and constant
(nonsinusoidal power) or variable torque load.
Duty cycle other than continuous 6.4 Note if it is coast to stop, brake to stop, plug to
stop.
Excessive starts 6.5 Provide starts/hour, run time, and rest time.
High load inertia 6.6 Higher than NEMA MG-1-2009 (Revision 1-

2010) limits.
Driven equipment having very high starting 6.7 NEMA Design C or D or other motor designs
torques, high slip applications, very slow may be required. Internal components of the
speed induction applications, and other machine (such as rotor bar or end rings) must not
unusual torque characteristics exceed the AIT of the flammable gas.
Excessive voltage and frequency variation 6.8 Outside the NEMA MG-1-2009 (Revision 1-
2010) limits.
Overload operation 6.9 See Table H.12 for 1.15 SF operation

temperatures.
Atmospheres with an AIT less than Table 1 6.10 Special low operating temperature designs will be
values required.
Other considerations 6.12 For special applications, consider pressurization,

prepurging, periodic purging, and gas detection
equipment.
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Table E.4—Other information that may be needed by the manufacturer
Information furnished to manufacturer Comment
Main specification that should apply NEMA MG-1-2009 (Revision 1-2010), IEEE Std 841-2009, API
541-2004, API 546-2008, etc.
Thermal protection RTDs, thermostats, number per phase.
Type of load Variable torque, constant torque, constant horsepower, load

inertia, breakaway torque, running torque.
Drive method Couple duty, coupling weight, direct drive, thrust load, belt duty,
dynamic load, static load.
Any additional motor nameplate information See 5.4.3.5.
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Annex F
(informative)
Multisection motor inspection procedure
The following is a generic procedure for inspecting multisection motors. This procedure may be
supplemented with the specific motor manufacturer’s instructions for the motor being inspected. Prior to
beginning the inspection, the following items should be available: inspection light, basic hand tools and
wrenches, overhead lifting equipment, electric/pneumatic wire brush suitable for the area classification,
roughing/sanding pads, safety solvent, personal protective equipment, etc. Inspections should be conducted
by qualified personnel.
Step 1: Inspect exterior bolting—all bolts should be present, tight, and free of rust and dirt. Bolts should not
show evidence of sparking (pitting, burned, or blackened areas or paint powdering would be evidence of
sparking). Clean and reinspect.
Step 2: Remove end covers and side panels—inspect all mating surfaces, flange overlaps, and areas where
covers are adjacent to metal parts on motor exterior for indications of sparking or localized heating. Clean
and reinspect.
Step 3: Inspect interior—look for evidence of sparking on interior joints, bearing brackets, bearing bolts,
etc. Clean and reinspect.
Step 4: Inspect rotor—look for evidence of sparking at rotor bar to shorting ring bolts and rotor bolts and
between the rotor bars and the laminations at the edges of the slots at the end of the core and at each air
duct. Clean and reinspect.
Step 5: Inspect gaskets—look for evidence of spark damage to gaskets.
Step 6: General inspection—while motor is open, inspect interior for cleanliness, filter conditions,
insulation cracks, loose bolts or brackets, oil leaks, or evidence of end-turn movement. Clean, repair, or
schedule shop maintenance as needed.
Step 7: Test—station observers should view internal joints and the rotor to stator air gap and start motor
while watching for sparks. Repeat test start if needed.
Step 8: Clean—using safety solvent, wire brush, and roughing/sanding pads, clean both sides of mating
surfaces of air shields and end and side covers at bolt connection points. Be sure to clean both metal
components and not just under bolt heads. Bare metal should be showing.
Step 9: Reassemble—reinstall air shields. Test start and watch for sparking at joints and bolted connections.
Step 10: Reassemble—reinstall end covers and side panels using new gasket materials if needed. Test start
and watch for sparking at joints and bolted connections.
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IEEE Std 1349-2011
Annex G
(informative)
Motor sparking considerations
Annex G discusses sparking that can occur due to design, installation, and maintenance problems.
When three-phase induction motors are properly designed, built, installed, and maintained, incendive air
gap sparking is not expected except at higher speeds. (See Clark et al. [B25], Merrill and Olsen [B53], and
Ong et al. [B60].) Incendive discharges on the windings are possible at voltages higher than 6 kV.
G.1 General
Catastrophic failure of one or more components of a motor, or a fault on the power system, can obviously
cause sparking during the event. These are not normal operating conditions.
The phenomenon of sparking occurs when the potential voltage between two conductive materials (e.g.,
steel) separated by an air gap is high enough to break down the air and current flows across the air gap. The
further apart the two surfaces, the higher the potential voltage needs to be to create the spark. If the air in
the air gap is contaminated, then the lower the potential voltage needs to be to create the spark. Refer to
Figure G.1, which illustrates the phenomenon of sparking.
Rotor sparking in a
high-voltage motor
during acceleration
Figure G.1—Rotor sparking phenomenon in a high-voltage motor during acceleration
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IEEE Std 1349-2011
Proper installation and equipment selection can mitigate sparking. The motors are normally grounded by an
equipment grounding conductor to provide a designated path to allow sufficient current flow so the
upstream protective device will quickly trip should a fault occur in the motor. Improper or inadequate
grounding can lead to sparking along the ground return path(s) during fault conditions.
The motors may have temperature sensors installed in the end-turns or embedded in the windings to detect
high winding temperatures. The temperature sensors need to be suitable for Class I, Division 2 or Zone 2
locations.
G.2 Motors over 1000 V
Some common sources of electrical sparking in both synchronous and induction motors aside from actual
winding failures are broken or loose rotor bars (sparking most easily seen during starting), stray load
currents circulating in major motor components (strongest tendency during starting or asymmetrical
operation), and stator winding surface discharge. Even if not in the above cases, the sparking is mostly seen
during acceleration in large high speed induction motors. In the case of salient pole synchronous motors
with no broken or loose bars, sparking is not seen in the air gap during acceleration because there are no
radial ducts on the rotors typical of this design. The types, causes, and features of each source of sparking
are discussed in detail in the following subclauses.
G.2.1 Air gap between the rotor and stator
Sparking in the air gaps of ac motors is a phenomenon that has been investigated by a number of
individuals; however, currently there is no published mathematical model that can be used to reliably
predict when the motor will actually spark in the air gap. When a motor is prone to spark, the discharge is
usually visually detectable during a stall or locked rotor condition and during a portion of the acceleration
period.
G.2.2 Stator winding discharges
Above 6.0 kV, corona from the higher operating voltage and contaminants on the windings may be
observed.
The air deflector or air baffle components can be either metallic or nonmetallic.
Nonmetallic deflector or baffle components should present no opportunities for discharges. A nonmetallic
deflector or baffle may develop static charges due to high-velocity airflow in some designs and these
charges should be drained. One method is to use a copper shield embedded in a plastic baffle to protect it
from contact with the winding, and the shield is grounded to drain static charges. Any bolts in the baffle
should not contact the shield and should not project through the baffle into the electric and magnetic fields
of the winding end-turn; otherwise, electrical discharge can occur between the winding and the bolts if the
clearances are too small. Another method to drain such charges is to use a sufficiently conductive plastic
for a part that would otherwise be subject to static buildup.
Metallic baffles, on the other hand, present a problem because if they are too close to the winding end-turn,
the air can be broken down and a discharge may occur between the winding and the baffle. In addition, if
the metallic baffles are of magnetic material and are located within the magnetic field of the winding, stray
currents may be induced in them, which can cause localized heating problems. These baffles may be
attached to the stator frame or enclosure by bolts. At these connection points there can be current flow and
the bolts should be sized to handle the current without overheating and expanding, which can cause loss of
rigidity. Where induced currents are present in the metallic baffles, the forces could be high enough to
cause the baffles to rotate or vibrate. Loose metallic baffles may cause sparking.
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IEEE Std 1349-2011
Generally, when a high-voltage motor above 6.0 kV is designed with the proper spacing between adjacent
coils in the endwinding area (coil overhang region) and where the coils exit from the stator core, proper
spacing between fans and air baffles or deflectors etc, sparking in the winding can be mitigated. Use of
conductive and semi-conducting tapes on high-voltage coils reduces the electrical stresses on coils. Good
maintenance practices based on type of enclosure, environmental conditions, average starting frequency,
and time between detailed inspections will also mitigate sparking in windings.
G.2.3 Rotor components
The phenomenon of rotor sparking has been in the literature for quite a few years as discussed in Merrill
and Olsen [B53] in 1959. The rotor sparking phenomenon is discussed in this subclause.
G.2.3.1 Rotor ducts
Many factors create variations in the potential on the many parallel bars of a rotor, which increases the
probability for interbar current flow and therefore the probability of an interruption in this current and the
creation of a spark. These factors include variations in the locations of the air ducts, offset air ducts, skewed
rotor bars, and variations in bar lengths and conductivities and in the end-ring materials.
Rotors with radial ventilating ducts provide a distance over which the bar has no support except at the exit
from the core packet and the entrance to the next. This arrangement gives rise to the probability of
clearances where the bars could vibrate. A nonducted or axially-ducted rotor does not have this potential
problem.
G.2.3.2 Rotor design
In Class I, Division 2 or Zone 2 applications, rotor sparking is of concern. Motor designs for Class I,
Division 2 or Zone 2 locations should take rotor temperature and rotor sparking phenomenon into
consideration and designs should reduce or mitigate these concerns to the extent practical. Sometimes
tradeoffs between rotor temperature and rotor sparking can exist. (See G.2.3.1.) Rotor sparking can be the
result of loose fits between the rotor bar and its slot if the bar is allowed to vibrate. Rotor geometry can
sometimes play a role in whether a rotor will spark or not. Typical methods to limit rotor sparking include
cast rotors, insulated rotor bars and mechanical means to insure tight fits within the slots including
swedging or pinning of fabricated rotor bars.
G.2.3.3 Rotor attachment
Inspection of motor rotors has shown that sparking and localized heating can occur. The most common
areas are between fans attached to motor end rings or shorting rings, between shafts and rotor core flanges
or pressing plates, and in welds that secure parts to the shaft.
G.2.3.4 Broken or open bars and end rings
Broken or open rotor bars and end rings or shorting rings are possible rotor failure modes for ac motors.
There are numerous reasons for these failures, but many are traced to thermal fatigue of the materials,
delamination of the materials, poor machining practices, poor brazing or welding methods, porous
materials, and sometimes improper design. Occasionally, poor operating practices, maintenance, and abuse
are factors that can cause broken rotor bars and end rings.
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IEEE Std 1349-2011
If a motor continues to operate with a broken rotor bar(s), the chances of a significant motor failure are
increased.
G.2.4 Multisection enclosures
All large motors and many smaller motors are constructed from what one might call modules or
components. This means that there are a number of contact interfaces between the components that form
the active material, i.e., stator core, and the enclosure. Whenever an ac motor is starting, high values of
stray current can circulate in the frame components and in any attached metal that forms a part of the
enclosure. If applicable, motor manufacturers provide various methods for adequately bonding each
section.
The literature, Bredthauer et al. [B21], has reported instances of sparking occurring between the main stator
frame and the enclosure parts.
G.2.5 Provision for prestart purging or prestart ventilation
Some large high speed high voltage induction motors may spark during acceleration. Discussions between
the user and manufacturer should assist in identifying the likelihood of sparking. For those motors,
provision for purging or provision for prestart ventilation should be considered. Main terminal box and
auxiliary boxes are excluded from such provision if they do not contain arcing devices. Refer to 6.12.1 for
additional information on pressurization, purging, and ventilation. Also refer to 6.12.2 for information on
the use of gas detection equipment.
Starting of a motor in a Class I, Division 2 or Zone 2 area is not considered a normal operation. However,
as an extra safety precaution, such provisions should be considered for the motors that tend to spark during
acceleration. A gas detection system may be installed or the provision for gas detection ports should be
considered on the motors.
Provision of purging on an open motor is not effective. On an open motor, gas detection system or
provision of gas detection ports may be useful to ensure the absence of explosive air-gas mixture during
acceleration. Number and size of gas detection ports are determined by the motor manufacturer and end
user. Effective prestart purging or ventilation can be achieved on a closed motor by providing an internal
manifold system. See Figure G.2 for an example of a purging manifold in a large motor.
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IEEE Std 1349-2011
Figure G.2—Purging manifold in a large motor
Refer to 6.12 of this guide for more information.
G.3 Sparking across bearing lubrication due to CMV
CMV can lead to sparking across the bearing, which is considered a possible ignition source. On the
following pages in parts a) through e), including equations G.1 through G.4, is a calculation methodology
for determining if energy levels from shaft voltage can ignite possible flammable gases and vapors that
may be released into the Class I, Division 2 or Zone 2 area. Refer to 5.6.2.1 for a discussion of sparking
across bearing lubrication and 6.3.1.3 for discussion of CMV in ASD applications. Below are CMV
calculations for ASD applications showing the amount of energy discharge across the oil film.
The calculations use standard formula for capacitances between concentric cylinders. They require rotor,
air gap and bearing dimensions, plus figures for CMV either from the drive vendor or from measured data
and/or the manufacturers can provide the calculated capacitance and CMV. In the calculations that follow,
various assumptions are made, which are believed to be conservative.
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The rotor to frame capacitance is calculated as well as the capacitances of the two bearings:
a) Rotor to frame capacitance:
Crf = 2K × 8.85 × 10–12 × Ll/ln (D2/D1) Farads [B35] (G.1)
where
K = Dielectric Constant of Air = 1

Ll = Stator Iron Length
D2 = Stator ID
D1 = Rotor OD
For a Stator length of 1.00 m, Stator ID of 1.00 m and an air gap of 0.01 m,
D2 = 1.00 and D1 = 0.98 = D2 – 2 × (air gap);
Crf = 2752 × 10–12 Farad = 0.002752 farad
Note that this calculation assumes the stator and rotor are smooth cylinders, whereas they actually both
have slots which will reduce the capacitances somewhat. This will give conservative capacitance values. In
some cases, the rotor may be longer than the stator; therefore, L1 should be the Stator length that
contributes to capacitance.
b) Bearing capacitances
Cb = 2K × 8.85 × 10–12 × Lb/ln(D4/D3) Farads [B35] (G.2)
where
K = Dielectric Constant of Oil (taken as 4, actual figure is about 2.5)

Lb = Bearing Length (of Babbitt)
D4 = Bearing ID
D3 = Journal Diameter
For a bearing length of 0.0635 m (2.5 in); Bearing ID of 0.15255 m (6.006 in) and a journal diameter of
0.1524 m (6.000 in):
Cb = 14357 × 10–12 Farad per bearing = 28714 × 10–12 Farad total for bearings
Total rotor capacitance = (28714 + 2752) × 10–12 Farad = 31466 × 10–12 Farad (=0.0315 farad).
Note that this assumes the whole bearing is full of oil and takes a higher than normal figure for oil
dielectric constant. Therefore, actual capacitance levels will be lower than calculated here, giving
conservative energy values. This also assumes the bearing is concentric in the journal; however, it may be
offset, which may give somewhat higher capacitance calculations in one area and somewhat lower
capacitance in another area. The most conservative calculation uses the minimum bearing to journal gap
(oil film thickness).
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c) Rotor voltage:
Rotor voltage can be determined from drive manufacturer data, or from measurement during operations.
The peak value is taken.
If using drive manufacturer data, the CMV is across a voltage divider, which typically gives a rotor voltage
of less than 10% of drive CMV. (See Paes et al. [B64]) Measured numbers have been typically less than
this.
d) Available energy using 10% method:
Energy = ½ × Capacitance × (Voltage)2 Joules (G.3)
For a drive manufacturer quoted CMV of 200 V peak, Rotor Voltage = 20 V.
Energy = 0.5 × 31466 × 10–12 × 202 = 6293200 ×10–12 Joules = 6.3 Joules
e) Available energy using measured values:
Energy = ½ × Capacitance × (Voltage)2 Joules (G.4)
For a measured 5 V peak Rotor Voltage:
Energy = 0.5 × 31466 × 10–12 × 52 = 393325 × 10–12 Joules = 0.4 Joules
MIEs can be found in Table 4.4.2 of NFPA 497 [B59]. A sample of materials is as follows:
n-Butane 250 Joules

Methane 280 Joules
n-Pentane 280 Joules
Ethane 240 Joules
Propane 250 Joules
Acetylene 17 Joules
Hydrogen 19 Joules
G.4 Conclusions
In summary, there are several factors that contribute to the chances of having incendive sparking in motors.
Also, there are several design and installation features that can be used to mitigate sparking in motors.
These have been incorporated into the recommendations in this guide.
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Annex H
(informative)
Surface temperature study results and considerations
Annex H discusses surface temperature considerations for motors applied in Class I, Division 2 or Zone 2
locations. H.1 gives a general discussion of hot motor surfaces (excluding accessories) and their source,
while H.2 presents data on measured motor surface temperatures, along with their relationship to published
AITs of some low-AIT flammable gases. H.3 gives conclusions based on these data.
H.1 Hot motor surfaces
For general-purpose enclosures, internal as well as external component surface temperatures should be
considered because many motor enclosures are open and even the typical totally enclosed motor is not gas
tight. All components generating heat should be evaluated to understand the design and application
requirements for Class I, Division 2 or Zone 2 locations. (See Hamer et al. [B36].)
H.1.1 Enclosures
For explosionproof motors, which are typically applied in Class I, Division 1 locations, the enclosure is
designed to contain any flammable gas ignition within the motor when the motor is properly applied.
Therefore, internal surface temperatures are not a concern. The outer surface temperature should be kept
below the applicable AIT to prevent the outer surface from becoming an ignition source. Explosionproof
motors have a temperature code (T code) on their nameplate to indicate the maximum surface temperature
as tested for that motor, so the motor can be applied within its design rating.
Open and/or totally enclosed motors, which are commonly applied in Class I, Division 2 or Zone 2
locations, are not sealed to prevent the ingress of gasses and vapors from the environment surrounding the
motor. Also, these enclosures are not designed to contain explosive events. Therefore, the temperatures of
both inside and outside surfaces should be considered for these motors. For these enclosures, the outer
surface may exhibit significantly lower temperatures than the inner components, such as the stator, rotor,
and space heaters, so the outer surface temperature is not generally the limiting factor when considering the
suitability of such motors for Class I, Division 2 or Zone 2.
H.1.2 Rotor
The temperature of the rotor is a result of rotor losses and the relative cooling capabilities. Heating losses
occurring in or on the surface of the rotor include rotor conductor losses and a portion of losses normally
considered as stray load losses. The rotor temperature rise is a combination of design factors including loss
distribution, cooling design, geometry, and relative heat transfer rates between the various components. The
total temperature of the rotor is affected by the various rotor temperature rises and the cooling ability of the
air reaching the rotor. Since the rotor losses are a function of load, the temperature rise of the rotor is a
function of the load.
There are three types of rotor cooling: nonducted (air gap only), axial ducts (ducts parallel to the shaft), and
radial ducts (ducts perpendicular to the shaft). Figure 2 shows the axial and radial rotor ventilation ducts.
Motors with a nonducted rotor and motors with axial ducts only in the rotor generally are hotter than
similar motors with axial and radial ducts in the rotor. Two-pole motors typically have nonducted rotors.
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Slower speed motors in ratings greater than a few hundred horsepower often have ducted rotor designs.
Thus, in these larger ratings, two-pole motors often have hotter rotors than slower speed motors.
Many NEMA Design B, TEFC and ODP motors have nonducted rotors and typically operate with the rotor
temperature rise higher than the stator winding temperature rise. This observation is based on numerous
manufacturers’ experience and is supported in the test data presented in H.2.2 and H.2.3. Based on the
testing and the calculations, the maximum rotor temperature for NEMA Design B, TEFC and ODP, Class B
rise motors would typically be less than 200 qC in a 40 qC ambient. Some NEMA Design B motors may
have operating rotor temperatures higher than this, so 200 qC should not be considered an absolute
maximum.
Motors fed from ASDs generally have rotors with higher temperatures than the stator because the harmonic
voltages and currents induced in the rotor increase the rotor stray load losses. (Refer to 6.3.)
H.1.3 Stator
The temperature of the stator is a result of motor heating losses and the relative cooling arrangements and
capabilities of the motor design. Heating losses occurring in or on the surface of the stator include magnetic
core losses, stator winding losses, and a portion of stray load losses. The stator may also be subject to
heating from the rotor as a result of rotor heating losses. The stator temperature is a combination of
temperature rise resulting from the various local losses and the heat transferred across the air gap from the
rotor, plus the ambient temperature. Since the losses are a function of load, the temperature rise of the stator
is also a function of the load. The total temperature of the stator winding is the sum of the temperature rise
and the outer ambient temperature, except for motors with air-to-water (TEWAC) heat exchangers where
the total temperature is the sum of the stator rise plus the temperature of the air out of the cooler. One
additional exception occurs for motors ventilated from a remote source, where the total temperature of the
stator winding is the sum of the stator rise plus the temperature of the air entering the motor from the
remote location.
The stator winding rise by resistance is the average temperature rise of the winding. Variations in the
winding temperature result from variation in localized heat transfer rates within the motor. A typical motor
winding may have a 10 qC hot-spot temperature rise above the rise by resistance. Some higher speed
motors, two-pole and four-pole motors, may have a higher temperature difference between the rise by
resistance measured temperature and the imbedded detector temperature (usually located at the hot spot),
15 qC to 20 qC, because the coil extensions are longer. For example, a motor operating at 80 qC stator
winding rise by resistance in a 40 qC ambient would have an approximate average stator winding
temperature of 120 qC and a stator winding hot-spot temperature of 130 qC (40 qC + 80 qC + 10 qC =
130 qC). If the motor is overloaded, then the stator temperature may increase significantly. For example, a
motor with an average stator temperature rise of 80 qC has an approximate average temperature rise of
105 qC when operating at 115% of rated load [80 qC u(1.15)2 = 105 qC]. The stator hot-spot temperature
may reach a total of 155 qC after including the 10 qC hot-spot allowance at a 40 qC ambient temperature
(40 qC + 105 qC + 10 qC = 155 qC).
H.2 Surface temperature study results
Three sets of data are presented here. The data in H.2.1 explore the relationship between motor surface
temperature and AIT, while H.2.2 presents motor surface temperature test data collected by the Working
Group, and H.2.3 presents some independent manufacturers’ tests and calculations on motor surface
temperature.
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H.2.1 AIT test results
An extensive series of tests was conducted on behalf of the P1349 task group in the years 1997–2000,
attempting to quantify the temperatures and conditions under which hot rotor surfaces could ignite a low
AIT flammable gas. The intent was to confirm or refute thereby the applicability of the API 2216-2003
[B8] conclusions for hot surfaces as it may apply to an induction motor. The initial results of this effort
were discussed in Hamer et al. [B36], and further results are discussed in H.2.1.2. For the purposes of this
discussion, the results referenced in Hamer et al. [B36] are referred to as Phase 1 results in H.2.1.1 and
those referenced in H.2.1.2 are referred to as Phase 2 results. The Phase 1 results include both TEFC and
ODP motor constructions, while the Phase 2 results include ODP constructions only for a larger number of
manufacturers. It is felt that the Phase 2 results are more reliable with respect to AIT conclusions, since the
instrumentation for these tests was improved over that used in Phase 1.
Tests were made with instrumented test motors at locked rotor, running under overload conditions, and/or
suddenly stopped. The tests also substantiated that there was insufficient sparking present inside the test
motors to cause any ignitions. It is important to note that special motor constructions and/or unusual
loading methods, far beyond what is normally encountered in operation, were required to produce the
temperatures of interest.
H.2.1.1 Phase 1 AIT test results on TEFC and ODP motors
Explosionproof, TEFC, and ODP three-phase induction motors, rated 3hp and 20hp with a rated voltage
of 380 V, were tested to determine the internal surface temperatures under varying operating and load
conditions. The flammable mixtures, with AITs of 160 qC (diethyl ether) to 225 qC (n-hexane) were
released into the test area. For each flammable mixture, tests were conducted on these motors with the
flammable mixture present during starting, running, overloading, locked rotor, and stopping conditions.
During starting and normal running conditions there were no ignitions, even with the 160 qC AIT mixture.
Under overloaded running conditions, the 160 qC mixture ignited with a rotor temperature of 229 qC.
Under overloaded running conditions, no ignition was achieved for the 218 qC and 225 qC AIT mixtures,
despite motor loading to achieve rotor temperatures over 350 qC. As seen in 5.2, such rotor temperatures
would not be expected for standard Design B motors under any normal balanced sine wave operating
condition.
Under locked rotor conditions, ignition did occur with the 160 qC and 218 qC AIT mixtures, exothermic
activity occurred with the 204 qC and 225 qC AIT mixtures, and no ignition was achieved for the 204 qC
and 225 qC AIT mixtures (with rotor temperatures above 400 qC). Under locked-rotor conditions, the rotor
heated up at a rate of 1 qC to 10 qC per second. This range correlates with manufacturers’ experience for
motors in this size range. Table H.1 from Hamer et al. [B36] illustrates the pertinent results.
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IEEE Std 1349-2011
Table H.1—Summary of results of TEFC 3 hp and 20 hp induction motor stationary

(locked-rotor) tests for the ignition of low-AIT gas mixtures35
Gas mixture Published AIT of Peak rotor Rotor temperature Test conclusion,
(motor tested) gas mixture (°C) temp. (at start at time of ignition minimum ignition
of gas purge) (°C) temperature (°C)
(°C)
Diethyl ether/Air 160 200 180 180

(3 hp motor)

(20 hp motor)
n-Heptane/Air 204 415 No ignition; some None

(20 hp motor) gas exothermic
activity
TFE/Air 218 310 290 290

(3 hp motor)
TFE/Air 218 355 340 340

(20 hp motor)
n-Hexane/Air 225 400 No ignition; some None

activity
n-Hexane/Air 225 480 No ignition; some None

activity
Tests were also made to attempt to determine running rotor temperature at ignition. Another set of tests
conducted was to load the motors, stop the motors, and witness if ignition occurred. The load was increased
until ignition would occur when the motor stopped rotating (or the thermal limit was reached). Ignition
occurred for 160 qC and 218 qC AIT mixtures. No ignition occurred for the 225 qC mixture (with rotor
temperatures above 340 qC). Table H.2 from Hamer et al. [B36] illustrates the pertinent results, and Table
H.3 gives a comparison of laboratory AIT values versus the minimum test ignition temperatures found in
Phase 1 testing.
35
Source: Reprinted from Hamer et al. [B36], Copyright © 1997 IEEE.
78
IEEE Std 1349-2011
Table H.2—Summary of results of TEFC and ODP induction motor running (overload) and
locked-rotor tests for the ignition of low-AIT gas mixtures36
Gas mixture Published AIT of Running rotor Stopped rotor Locked-rotor

(motor tested) gas mixture (qC) temperature at temperature at ignition
ignition (qC) ignition (qC) temperature
(from Table H.1)
Diethyl ether/Air 160 > 315 (Note 1) 250 180

(3 hp TEFC motor)
Diethyl ether/Air 160 Not determined 238 Not determined

(3 hp ODP motor) (Note 3)
Diethyl ether/Air 160 > 350 (Note 2) 215 195

(20 hp TEFC motor)
Diethyl ether/Air 160 229 (Note 3) 226 Not determined

(20 hp ODP motor)
TFE/Air 218 > 350 (Note 2) > 325 (Note 2) 290

(3 hp TEFC motor)
TFE/Air 218 > 350 (Note 2) 300 340

(20 hp TEFC motor)
Hexane/Air 225 > 362 (Note 2) > 340 (Note 2) > 400 (Note 2)
(3 hp ODP motor)
Hexane/Air 225 > 355 (Note 2) > 340 (Note 2) > 400 (Note 2)
(20 hp ODP motor)
NOTE 1—No ignition during running; some evidence of steady oxidation without autoignition of gas.
NOTE 2—No ignition during test.
NOTE 3—During a series of five across-line starts from rest with the inertia of the 50 hp motor as the load, no ignitions
occurred.
Table H.3—Comparison of laboratory AIT values with minimum Phase 1 test ignition
temperatures
Flammable gas Published gas AIT Minimum test Ignition

(qC) ignition temperature as a
temperature percentage of
(qC) laboratory AIT (%)
Diethyl ether/Air 160 180 112
TFE/Air 218 290 133
Hexane/Air 225 > 340 >151
36
Source: Reprinted from Hamer et al. [B36], Copyright © 1997 IEEE.
79
IEEE Std 1349-2011
H.2.1.2 Phase 2 AIT test results on ODP motors
A comparison of the ignition temperature results for 3 hp and 20 hp ODP induction motors is shown in
Table H.4. If ignition of the flammable gas did not occur when the maximum permissible motor test
temperature was reached or due to significant decomposition of the flammable gas, the entry in the
“Temperature at ignition” column indicates the rotor temperature reached with a “greater than” sign,
indicating that the ignition temperature was greater than the maximum temperature reached in the test.
Table H.5 compares the minimum Phase 2 test ignition temperature for each flammable gas/air mixture
with the laboratory determined AIT. These results are felt to be more reliable than those presented in Table
H.3, due to superior instrumentation being used for the Phase 2 tests.
Table H.4—Phase 2 motor test results: three-phase induction motors with ODP enclosures
Flammable gas Published gas AIT Motor description Running-rotor Stopped-rotor

(qC) temperature at temperature at
ignition (qC) ignition (qC)
Diethyl ether/Air 160 20 hp ODP – 235, 240, 257

Manuf. B
Diethyl ether/Air 160 20 hp ODP – 245 215, 226, > 260

Manuf. A
Diethyl ether/Air 160 3 hp ODP – 215

Manuf. B
Diethyl ether/Air 160 3 hp ODP – 195

Manuf. A
Hexane/Air 225 20 hp ODP – > 375, 400a >375

Manuf. B
Hexane/Air 225 20 hp ODP – > 375 >375

Manuf. A
Hexane/Air 225 3 hp ODP – 320

Manuf. B
Hexane/Air 225 3 hp ODP – 390

Manuf. A
a
Ignition occurred when the motor stator electrically failed.
Table H.5—Comparison of laboratory AIT values with minimum Phase 2 test ignition
temperatures
Flammable gas Published gas AIT Minimum test Ignition

(qC) ignition temperature as a
temperature percentage of
(qC) laboratory AIT (%)
Diethyl ether/Air 160 195 122
Hexane/Air 225 320 142
80
IEEE Std 1349-2011
Notice that for the test motors used here, 200% to 300+% loading was typically required to produce these
temperatures of interest. Also note that the ignition temperatures measured here were determined by means
of thermocouples and are hence more accurate and lower than motor temperatures determined by means of
rotor paint.
H.2.2 Working Group motor surface temperature test results
The tests discussed here were performed by participating manufacturers for the Working Group, and
intended to find maximum internal temperatures of some common motors typically used in the
petrochemical industry.
TEFC and ODP three-phase induction motors, from 5 hp to 20hp with a rated voltage of 460V, were
tested to determine the internal surface temperatures under varying load conditions. The results generally
validate the comments on maximum internal temperature in 5.2.
H.2.2.1 TEFC energy efficient motors
The surface temperature test results shown in Table H.6 were obtained from three manufacturers in 1995,
based on their respective design/production of a 20 hp four-pole 460 V, TEFC energy efficient motor
intended for chemical industry service.
Table H.6—Measured maximum temperature rise versus loading condition for 20hp TEFC
four-pole energy efficient motors
Loading condition Maximum stator temperature rise Maximum rotor temperature rise
(qC) (qC)
75% FLT 27–37 39–114 (+0–28)
100% FLT 41–58 77–128 (+0–15)
115% FLT 52–77 86–152 (+0–21)
125% FLC 65–99 123–153 (+0–21)
140% FLC 86–121 128–194 (+0–14)
In all cases, the highest measured temperature rises were obtained from tests made with temperature-
sensitive paint applied to the rotor surface. The ranges shown in Table H.6 illustrate the variance from
manufacturer to manufacturer, with parenthesized values representing the uncertainty due to the discrete
bands of temperature-sensitive paint.
The results are shown graphically in Figure H.1 for a motor with a Class B rise at 100% FLT. The
maximum rotor temperature at full load was below 200 qC as expected, based on a 40 qC ambient.
81
IEEE Std 1349-2011
Figure H.1—20hp energy efficient motor, range of highest temperature measured
H.2.2.2 TEFC standard efficiency motors
Only limited test data were obtained for this type of motor. The data indicated worst-case peak rotor
temperature rises of about 150 qC at 100% FLT, 220 qC at 125% FLC, and 240 qC at 140% FLC. The data
for a worst-case motor are shown in Figure H.2, for a motor with a Class B rise at 100% FLT. Notice that
the temperature-sensitive paint seems to be a very conservative measure.
Figure H.2—10hp four-pole standard efficiency TEFC motor, measured temperature
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IEEE Std 1349-2011
H.2.2.3 ODP standard efficiency motors
Only very limited test data were obtained for this type of motor. The data indicated normal peak rotor
temperatures very similar to those for high-efficiency TEFC motors.
H.2.3 Independent manufacturers’ tests and calculations
Several independent manufacturers conducted surface, stator, and/or rotor temperature tests and
calculations on their motors and shared the data with the Working Group. Some of those data are given in
this subclause for informational purposes. Refer to Table H.7 through Table H.17.
Table H.7— Single-phase induction motors,

totally enclosed explosionproof enclosure, up to 2 hp;
total temperature based on 40 qC ambient, 1.0 SF, continuous duty, Class B rise
Size Voltage External Nameplate Surface

(hp) (V) surface Class, Group, temperature
temperature and T-Code test method
(qC)
0.25 115 < 160 Class I, Group D, UL 674
T3C
0.33 115 < 160 Class I, Group D, UL 674
T3C
0.5 115 < 160 Class I, Group D, UL 674
T3C
0.75 115 < 160 Class I, Group D, UL 674
T3C
1.0 115 < 160 Class I, Group D, UL 674
T3C
1.5 115 < 160 Class I, Group D, UL 674
T3C
2.0 115 < 160 Class I, Group D, UL 674
T3C
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IEEE Std 1349-2011
Table H.8—NEMA frame sizes: three-phase induction, ODP enclosure, up to 450hp,

nonducted rotor ventilation (air-gap cooling only); total temperature based on 40 qC
ambient, 1.0SF, continuous duty, Class B rise
Size Voltage Rotor cooling Stator Rotor Rotor

(hp) (V) type temperature temperature temperature
(qC) (qC) test methoda
96.7
75 460 Nonducted 178 Paint
by resistance
125 4000 Nonducted Class B 123 Calculated
105.9
300 460 Nonducted 163 Paint
by resistance
Average 129.9
Standard
19.4
deviation
a
Calculated values may be within 20% of measured values.
84
IEEE Std 1349-2011
Table H.9—NEMA frame sizes: three-phase induction, TEFC enclosure, up to 300 kW

(400 hp) [B19], nonducted or axial duct rotor ventilation;
total temperature based on 40 qC ambient, 1.0SF, continuous duty, Class B rise
Size Voltage Rotor cooling Stator temperature Rotor Rotor
(hp) (V) type (qC) temperature temperature
(qC) test methoda
10 460 Axial ducts 95 by resistance 154 Paint
10 460 Nonducted 82.2 by resistance 97 Thermocouple
10 460 Nonducted 99 by resistance 116 Thermocouple
15 460 Nonducted 110 by resistance 129 Label
20 460 Axial ducts 80.7 by resistance 156 Paint
20 460 Nonducted 96 average 119 Calculated
20 460 Nonducted 87.8 by resistance 96.0 Thermocouple
30 460 Nonducted 99.4 by resistance 164 Paint
75 460 Axial ducts 126 by resistanceb 184 Paint
75 460 Axial ducts 121.9 by resistanceb 171 Paint
75 460 Nonducted 117 by resistance 178 Paint
200 460 Nonducted 100.7 by resistance 151 Label
250 460 Nonducted 131.1 by resistanceb 178 Paint
350 460 Axial ducts 117 171 Calculated
Axial ducts with
400 460 111 159 Calculated
internal fan
Average 140.3
Standard deviation 24.5
a
b
Stator rise is above Class B.
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IEEE Std 1349-2011
Table H.10—Above NEMA frame sizes: three-phase induction, TEFC enclosure,

150 kW (200hp) to 300 kW (400hp), nonducted or axial duct rotor ventilation;

(qC) test methoda
Average 154.8

a
b
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IEEE Std 1349-2011
Table H.11—Above NEMA frame sizes: three-phase induction, TEFC enclosure,

above 400hp, nonducted or axial duct rotor ventilation;

(qC) test methoda
800 4160 Nonducted 119 186 Calculated
800 4000 Nonducted 129.9 by resistanceb 161 Thermocouple

b
Average 158.1

a
b
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IEEE Std 1349-2011
Table H.12—1.15SF load: three-phase induction, TEFC enclosure, nonducted or axial duct
rotor ventilation; total temperature based on 40qC ambient.
Rated continuous duty, Class B rise at 1.0 SF

(hp) (V) type temperature by temperature temperature
resistance (qC) (qC) test methoda
2.3 230 Nonducted 83 128 Paint
10 460 Nonducted 97.1 118 Thermocouple
10 460 Nonducted 107 131 Thermocouple
20 460 Nonducted 115 Average 140 Calculated
23 460 Nonducted 112 156 Paint
75 460 Axial ducts 148 228 Paint
75 460 Nonducted 145.3 211 Paint
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IEEE Std 1349-2011
Table H.12—1.15SF load: three-phase induction, TEFC enclosure, nonducted or axial duct
rotor ventilation; total temperature based on 40qC ambient.
Rated continuous duty, Class B rise at 1.0 SF (continued)

(hp) (V) type temperature by temperature temperature
resistance (qC) (qC) test methoda
200 460 Nonducted 133.5 177 Label
b
b
b
287.5 460 Axial ducts 119 184 Paint
300b 460 Nonducted 134.3 199 Thermocouple
b
b
400 460 Axial ducts with 134 205 Paint
internal fan
600b 4000 Axial ducts 149 235 Paint
800b 4160 Nonducted 153 244 Paint
Average 173.9
Standard 34.2
deviation
a
b
Above NEMA frame sizes.
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IEEE Std 1349-2011
Table H.13—Above NEMA frame sizes: three-phase, WPII enclosure,

above 400hp, nonducted or axial duct rotor ventilation;
Size Voltage Enclosure Rotor Stator Rotor Rotor

(hp) (V) type cooling type temperature temperature temperature
(qC) (qC) test methoda
450 4000 WPII Nonducted Class B 110 Calculated
120
700 4160 WPII Axial ducts 146 Calculated
Calculated
800 4160 WPII Axial ducts 98 by RTD 149 Calculated
124
920 4160 WPII Axial ducts 176 Calculated
Calculated
124.6 by
1500 2300 WPII Nonducted 190 Calculated
RTD
Class B by Calculated/
1500 2300 WPII Axial ducts 218/184
RTD Thermocouple
2500 4160 WPII Nonducted 82.6 by RTD 118 Calculated
3000 4000 WPII Nonducted Class B 114 Calculated
Nonducted Thermocouple
4000b 13 200 WPII 87.2 by RTD 98
or axial duct with transmitter
Nonducted Thermocouple
5301b 4000 WPII 87.2 by RTD 107
7200b 4160 WPII Nonducted 82 by RTD 107 Thermocouple
Average 147.2
Standard 41.3
deviation
a
b
Synchronous motor.
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IEEE Std 1349-2011
Table H.14—Above NEMA frame sizes: three-phase, all enclosure types,a

above 150hp, axial duct and radial duct rotor ventilation; total
temperature based on 40qC ambient, 1.0SF, continuous duty, Class B rise
Size Voltage Enclosu Rotor cooling type Stator Rotor Rotor

(hp) (V) re type temperature temperature temperature
(qC) (qC) test methodb
200 4000 WPII Axial and radial ducts Class B 99 Calculated
300 4000 WPII Axial and radial ducts 77 by 81 Paint
resistance
resistance
resistance
2000 4000 WPII Axial and radial ducts, 112 by 177 Paint
internal fans resistance
resistance
3000c 6000 TEWAC Axial and radial ducts Class B by 77 Thermocouple
RTD
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IEEE Std 1349-2011
Table H.14—Above NEMA frame sizes: three-phase, all enclosure types,a

above 150hp, axial duct and radial duct rotor ventilation; total
temperature based on 40qC ambient, 1.0SF, continuous duty, Class B rise (continued)
Size Voltage Enclosu Rotor cooling type Stator Rotor Rotor

(hp) (V) re type temperature temperature temperature
(qC) (qC) test methodb
3500 4000 TEFV Axial and radial ducts Class B by 95 Thermocouple
RTD
4250 4160 TEFV Axial and radial ducts Class B by 95 Thermocouple
RTD
4500 kW 6000 TEWAC Axial and radial ducts 80.4 by RTD 105 Thermistor
6000 6000 TEWAC Axial and radial ducts Class B by 105 Thermocouple
RTD
6000c 6000 WP-I Axial and radial ducts Class B by 95 Thermocouple
RTD
7500 13 200 TEWAC Axial and radial ducts Class B by 95 Infrared
RTD camera
11 300 13 800 TEWAC Axial and radial ducts 103.7 by 136 Thermistor
RTD
14 000 13 800 TEWAC Axial and radial ducts 107.5 by 140 Thermistor
RTD
Average 110.1d
Standard 26.6d
deviation
a
Radial ventilation is currently not used for NEMA frame-sized TEFC enclosures and is rare for above NEMA frame-sized TEFC
enclosures.
b
c
Synchronous motor.
d
The average and standard deviation for a larger population of motors may be higher. Some motors, particularly synchronous
motors, may be expected to have higher rotor temperatures, depending on the duct design and other factors.
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IEEE Std 1349-2011
Table H.15—1.15 SF Load: Above NEMA frame sizes: three-phase induction, all enclosure
types except TEFC, above 150 hp, axial duct and radial duct rotor ventilation;
total temperature based on 40 qC ambient. Rated continuous duty, Class B rise at 1.0 SF
Size Voltage Enclosure Rotor cooling Stator Rotor Rotor

(hp) (V) type type temperature temperature temperature
(qC) (qC) test method
11 300 13 800 TEWAC Axial and 124.2 by RTD 178 Thermistor
radial ducts
14 000 13 800 TEWAC Axial and 126.9 by RTD 180 Thermistor
radial ducts
Average 179
Standard 1.4
deviation
Table H.16—Above NEMA frame sizes: three-phase synchronous, all enclosure types,
other than TEFC and WPII enclosures, above 400 hp, nonducted or axial duct rotor
ventilation; total temperature based on 40 qC ambient, 1.0 SF, continuous duty,
Class B rise
Size Voltage Enclosure Rotor cooling Stator Rotor Rotor

(hp) (V) type type temperature temperatur temperature
(qC) e (qC) test methoda
7510 6300 TEFV Nonducted or 109.3 by RTD 98 Thermocouple
UPDRAFT Axial duct with Transmitter
14 000 13 800 TEWAC Nonducted or 111.8 by RTD 114 Thermocouple
Axial duct with Transmitter
Average 99.5
Standard 10
deviation
a
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IEEE Std 1349-2011
Table H.17—90% of rated voltage: three-phase induction, TEFC enclosure,

nonducted or axial duct rotor ventilation; total temperature based on 40 °C ambient.
Rated continuous duty, Class B rise at 1.0 SF at rated voltage
Size Voltage Rotor Stator Percent Rotor Percent Rotor

(hp) (V) cooling type temperature increase in temperature increase in temperature
a
by resistance stator (°C) rotor test method
(°C) temperature temperature
over rated over rated
voltage voltage
10 414 Nonducted 94 117 Label
15 414 Nonducted 124 13% 144 12% Label
200 414 Nonducted 105 4% 154 2% Label
b
350b 414 Nonducted 117 138 Label
b
450b 414 Nonducted 116 154 Label
b
Average 150.1
Standard 20.9
deviation
a
b
Above NEMA frame sizes.
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IEEE Std 1349-2011
H.2.4 Independent manufacturers’ tests using ASDs
Several independent manufacturers conducted surface, stator, and/or rotor temperature tests and calculations on their motors while operating on ASDs and shared
the data with the Working Group. Some of those data are given in this subclause for informational purposes. Refer to Table H.18 through Table H.20.
Table H.18—ASD Applications: three-phase induction, NEMA Frame size up to 300 kW (400 hp), nonducted or axial duct rotor
ventilation; total temperature based on 40 °C ambient, Class B rise at 1.0 SF and rated voltage
Drive Motor Rating Rotor cooling Test Test Motor Speed Stator Rotor Rotor
type enclosure type torque voltage Frequency temperature temperature temperature
(per unit) (V) Output of (qC) (qC) test method
Drive
PWM TEFC 10 hp Nonducted 1.0 407 1755 rpm 93 by resistance 119 Label
Air-Cooled 4 pole 60 Hz
CT & CHP 60 Hz
460 V
— — — — 0.67 415 2622 rpm 111 by 128 Label

90 Hz resistance
— — — — 1.0 230 863 rpm 100 by 122 Label

30 Hz resistance
— — — — 1.0 21 0 rpm 116 by 133 Label

1.2 Hz resistance
PWM ODP 30 hp Nonducted N/A N/A 422 rpm 137.6 by 178 Paint
CT 4 pole 60 ~15 Hz resistance
Hz 460V
— — — — N/A N/A 415 rpm 146 by 203 Paint

~14 Hz resistance
N/A = not available
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IEEE Std 1349-2011
ventilation; total temperature based on 40 °C ambient, Class B rise at 1.0 SF and rated voltage (continued)
type enclosure type torque voltage (V) Frequency temperature temperature temperature
(per unit) Output of (qC) (qC) test method
Drive
PWM TEFC 50 hp Nonducted 1.0 400 1750 rpm 106 by 149 Label
Air-Cooled 4 pole 60 Hz resistance
CT & CHP 60 Hz
460V
— — — — 1.0 389 2643 rpm 118 by 145 Label

90 Hz resistance
— — — — 1.0 231 878 rpm 104 by 133 Label

30 Hz resistance
— — — — 1.0 N/A 0 rpm 140 by 172 Label

0.7 Hz resistance
PWM ODP 75 hp Nonducted 1.0 N/A 68 rpm 152.8 by 179 Paint

CT 4 pole ~3 Hz resistance
60 Hz
460V
60 Hz
460V
PWM TEFC 75 hp Nonducted 1.0 N/A 69 rpm 147 by 179 Paint

CT 4 pole ~3 Hz resistance
60 Hz
460V
— — — — 1.0 460 271 rpm 158.5 by 191 Paint

~9 Hz resistance
N/A = not available
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IEEE Std 1349-2011
Drive
PWM TEFC 75 hp Nonducted 1.0 460 N/A 110.5 by 145 Thermocouple

VT 4 pole 60 Hz resistance
60 Hz
460V
— — — — 1.0 460 N/A 113.7 by 148 Thermocouple

60 Hz resistance
60 Hz
460V
PWM TEFC 200 hp Nonducted 1.0 N/A 192.6 rpm 116.2 by 176 Paint
CT 6 pole ~9.6 Hz resistance
60 Hz
460V
— — — — 1.0 N/A 292.1 rpm 123.8 by 173 Paint

~14.6 Hz resistance
PWM TEFC 250 hp Nonducted 1.0 N/A 171 rpm 105.7 by 178 Paint
60 Hz
460V
— — — — 1.0 N/A 570.5 rpm 151.7 by 187 Paint

~9.5 Hz resistance
N/A = not available
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IEEE Std 1349-2011
Drive
PWM TEFC 300 hp Nonducted 1.0 N/A 437.4 rpm 132.5 by 187 Paint
60 Hz
460V
— — — — 1.0 N/A 289 rpm 129.9 by 189 Paint

~9.6 Hz resistance
PWM TEFC 300 hp Nonducted 1.0 460 1788.1 rpm 127.3 by 186 Paint
VT 4 pole 60 Hz resistance
60 Hz
460V
CT 60 Hz
460V
— — — — 1.0 402 2683 rpm 124 by 160 Label

90 Hz resistance
— — — — 1.0 232 891 rpm 117 by 142 Label

30 Hz resistance
— — — — 1.0 116 V (100%) 441 (98%) 116 by 151 Label

15 Hz resistance
PWM TEFC 350 hp Nonducted 1.0 N/A N/A 163 by 198 Label
60 Hz
460V
N/A = not available
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IEEE Std 1349-2011
Table H.19—ASD Applications: three-phase induction, above NEMA Frame size, nonducted or axial duct rotor ventilation;
total temperature based on 40 °C ambient, Class B rise at 1.0 SF and rated voltage
Drive
PWM DPFV 200 hp Axial duct 1.0 460 1761 rpm 130 by 245 Paint
CT & CHP 60 Hz
460V
— — — — 0.75 460 2316 rpm 144 by 285 Paint

80 Hz resistance
— — — — 1.0 35 891 rpm 114 by 180 Paint

2.75 Hz resistance
CT & CHP 60 Hz
575V
— — — — 0.67 501 2677 rpm 144 by 186 Label

90 Hz resistance
— — — — 1.0 281 889 rpm 134 by 200 Label

30 Hz resistance
— — — — 1.0 7 0 rpm 155 by 200 Label

0.26 Hz resistance
N/A = not available
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IEEE Std 1349-2011
Table H.19—ASD Applications: three-phase induction, above NEMA Frame size, nonducted or axial duct rotor ventilation;
total temperature based on 40 °C ambient, Class B rise at 1.0 SF and rated voltage (continued)
Drive
PWM DPFV 740 hp Axial duct 0.67 530 1760 rpm 159 by 152 Infrared
60 Hz
N/AV
PWM TEFC 900 hp Axial duct 0.44 550 2700 rpm 154 by 192 Paint
CHP 60 Hz
575V
— — — — 0.67 570 1783 rpm 145 by 174 Paint

90 Hz resistance
N/A = not available
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IEEE Std 1349-2011
Table H.20—ASD Applications: three-phase induction, above NEMA Frame size, axial duct and radial duct rotor ventilation;
total temperature based on 40 °C ambient, Class B rise at 1.0 SF and rated voltage
type enclosure type torque voltage Frequency temperature temperature temperature
(per unit) (V) Output of (qC) (qC) test method
Drive
PWM DPFV 6500 hp Radial and 1.15 2520 N/A rpm 62 by RTD 80 Infrared
Water-Cooled 2 pole 60 Axial duct 24 Hz Borescope
Input transformer Hz 6300V
with active front-
end
CT & CHP
— — — — 1.15 3780 N/A rpm 72 by RTD 81 Infrared

36 Hz Borescope

60 Hz Borescope

66 Hz Borescope
N/A = not available
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IEEE Std 1349-2011
H.3 Temperature test observations
H.3.1 AIT observations
Table H.21 gives a comparison of Phase 1 and Phase 2 test ignition temperatures versus the laboratory AIT.
Again please note that the Phase 2 results are felt to be more reliable, due to superior instrumentation used
for the Phase 2 tests.
Table H.21—Comparison of published AIT values with minimum test ignition temperatures
in motor
Flammable gas Published gas AIT Minimum Phase 1 Minimum Phase 2 Minimum ignition
(qC) test ignition test ignition temperature as a
NFPA 497 [B59] temperature temperature percentage of
(qC) (qC) published AT
(%)
TFE/Air 218 290 N/Aa 133
Hexane/Air 225 >340 320 142

a
N/A=not available.
The following observations were made from the AIT Phase 1 and Phase 2 tests conducted on TEFC and
ODP motors discussed in H.2.1.
a) Phase 1 and Phase 2 AIT tests all confirmed that the ignition temperature of the flammable test
gases and vapors in a motor enclosure was higher than the published AIT. (See NFPA 497-2008
[B59].) This extra margin is one reason why industry has an excellent safety record regarding
installation of open and totally enclosed induction motors in Class I, Division 2 and Zone 2
locations.
b) During testing conducted by the Working Group, operating motors did not ignite a flammable
mixture, but when the motors were shut off with a low AIT gas present, the heat rise and loss of
circulating air immediately caused an ignition in some motors where the operating temperature was
significantly greater than the published AIT of the gas. The ignition temperature of the flammable
gases and vapors in the motor enclosure was generally higher when the motor was running than
when the motor was stopped. This suggests that it is not always a good practice to shutdown
running ODP or TEFC motors in a classified hazardous area when a flammable gas is present.
Motors should be shutdown in a programmed and controlled manner to minimize the introduction
of unknown effects on the surrounding environment. However, it is recognized that there are times
when quickly shutting motor-driven systems down when a gas release occurs may be preferred over
a slower controlled shutdown.
c) The lowest flammable gas AIT occurred in the smaller 3hp ODP motor enclosures. This suggests
that the smaller motor enclosures may present the largest risk relative to ignition of flammable
gases and vapors by hot motor surfaces, as might be expected due to their greatest departure from
the API 2216-2003 [B8] test conditions.
d) For a given size motor, the AIT of the flammable gas for the three different motor manufacturers
was relatively consistent.
e) At the elevated test temperatures, decomposition of the flammable gas sometimes occurred before
ignition.
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IEEE Std 1349-2011
f) No ignition of the flammable gases and vapors was experienced during motor starting,
demonstrating that none of the test motors exhibited sufficient sparking or surface temperatures
during starting to cause an ignition.
g) For applications involving flammable materials with AITs below 200 qC (notably, diethyl ether),
users should work closely with the motor manufacturers to address the exposed surface
temperatures of the motors.
h) The elevated rotor temperatures during motor acceleration presents a low risk of ignition for even
low-AIT flammable gas/air mixtures due to the turbulent gas/air flow, which deters ignition.
i) The probability is low for a flammable vapor ignition by hot surfaces within an induction motor,
except for the few materials with AITs below 200 qC.
H.3.2 Surface temperature observations sinusoidal power
The following observations were made from the surface temperature tests conducted by the Working Group
and participating motor manufacturers discussed in H.2.2 and H.2.3, respectively.
a) The rotor temperatures presented in 5.2, including a maximum recommended Class I, Division 2
and Zone 2 exposed surface temperature of 200 qC for most motor types during normal operation,
are fairly well validated by actual motor testing results and calculations.
b) For motors with nonducted rotors or those with axial rotor ducts only, the rotor was generally
determined to be the hottest motor component (excluding in some cases the space heater). For
motors with axial and radial ducted rotors, the rotor is generally slightly cooler than the stator.
c) Motors with a nonducted rotor and motors with axial ducts only in the rotor generally are hotter
than similar motors with axial and radial ducts in the rotor.
d) Two-pole motors typically have nonducted rotors. Slower speed motors in ratings greater than a
few hundred horsepower often have ducted rotor designs. Thus, in these larger ratings, two-pole
motors often have hotter rotors than slower speed motors.
e) For a given motor, the calculated rotor temperatures were generally within 20% of measured values
using paint, thermocouples, or infrared camera. For a given motor, calculated values were generally
more conservative (higher) than measured values. For a given motor, the paint test values were
generally within 20% of thermocouple measurements. For a given motor, the paint was generally
the most conservative measurement, giving the highest value for surface temperatures.
f) Experience has shown the nonreversible temperature label tests results were more consistent and
easier to interpret than the paint test results.
g) When motors were tested at rated voltage and tested at 90% voltage, the stator and rotor
temperatures increased at the lower voltage. When at the 90% voltage, the stator temperature
increased from 4% to 13% and the rotor temperature increased from 2% to 12% respectively on the
two motors.
H.3.3 Surface temperature observations non-sinusoidal power
The following observations were made from the surface temperature tests conducted by participating motor
manufacturers discussed in H.2.4 for ASD operation (non-sinusoidal power).
a) Based on the data available both stator and rotor rise are higher with ASD operation (non-
sinusoidal power H.2.4) than on utility (sinusoidal power Table H.8 through Table H.13),
especially when operating at constant torque and reduced speed.
b) Rotor rise was consistently greater than stator rise.
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IEEE Std 1349-2011
c) Based on the data from 2000 PCIC paper by Doughty, Daugherty, Melfi, and Tsao [B32] both
stator and rotor rise are higher with ASD operation (non-sinusoidal power) than on utility
(sinusoidal power).
1) The highest motor internal surface temperature can generally occur on the surface of the rotor
(including the end rings).
2) Rotor temperatures are generally increased when an induction motor is fed from a PWM
inverter instead of a sinusoidal source.
3) The difference between rotor and stator temperatures varies with inverter setup, operating
point, and with motor design. For the specific tested motor the relationship might be
predictable enough to allow safe applications with stator mounted thermal sensors.
4) Low flux and low carrier frequency are two conditions that increase rotor temperatures.
5) While the highest temperatures (for a constant torque load) may occur at the lowest speeds,
the differential between the rotor and stator tends to be maximum at the highest speeds for a
TEFC motor.
d) Based on information in paper by Stranges and Dymond [B69], temperature rise on stator and rotor
are consistently higher on ASD than on sinusoidal power. The lower carrier frequency leads to
higher rotor temperatures.
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IEEE Std 1349-2011
Annex I
(informative)
Motor surface temperature test methods and limitations
This annex describes test methodology and limitations for determining motor surface temperature as
discussed in Clause 8 as well as other methods used in industry. This guide’s Working Group conducted
surface temperature tests on several low-voltage motors. There was an effort made to ensure the
consistency of testing methodology between several manufacturers that participated in the survey
referenced above. The test method along with the limitations and difficulties associated with each method
and comments on accuracy and/or limitations associated with each method are listed below. See H.3.2 for
additional surface temperature observations.
I.1 Infrared method
These methods can be used on all motor sizes but are typically used with NEMA frame sizes.
I.1.1 Infrared thermometer through motor endshield
a) Test Method: This method requires extra machining to create a window in the endshield to view the
rotor end ring. The infrared thermometer is then pointed in to the window where data can be
recorded during or after the motor heat run.
b) Comments: This method tends to measure the average temperature of the rotor end ring and stator
coils rather than the peak rotor surface temperature but can be a non-destructive method if test
endshields are prepared for each frame size of interest.
I.1.2 Infrared camera through stator vents
a) Test Method: This method can be applied on motors with sufficient access to stator vents. Limited
access constrains the areas of the rotor that can be observed. Data can be collected during or after
the heat run. The probes are inserted through the stator vents to view the rotor surface.
b) Comments: Accuracy seems to be good if the camera is calibrated for the emissivity of the rotor.
This method allows for a broader view of temperatures than with point methods (fixed
thermocouples). The equipment set-up time is high and requires operators that are trained with the
camera and they understand motor mechanics.
I.1.3 Infrared borescope
a) Test Method: This method is similar to thermocouples in 8.2.3 except it does not require contact of
the borescope with the rotor surface. It is accurate and the measurements are responsive. Data
collection can only begin after rotor is stopped and probes inserted. The maximum temperature
must be extrapolated back to time zero from the curve of collected data.
b) Comments: The equipment is fragile and requires investment. Additional information is available
in 2006 PCIC paper by McBride, Ellis, and Wylie [B52].
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IEEE Std 1349-2011
I.2 Thermocouples placed in the air gap
a) Test Method: This method attempts to measure rotor temperature across the air gap and can be used
with all motor sizes. Thermocouples are embedded at the inner diameter of the stator teeth or just
below the stator winding wedges.
b) Comments: There are no special difficulties associated with bringing the thermocouple leads out in
this case, but there are inherent limitations in the accuracy of measured rotor surface temperatures,
due to the insulating effect of the air gap, and the fact that an average rotor surface is presented
because a full rotor surface spins past the fixed thermocouple. The results were not consistent. This
method is not a recommended method. The motors are drilled and fitted with test instruments and
are not reusable.
I.3 Hot versus cold slip
a) Test Method: This method attempts to calculate the rotor temperature using the hot and cold slip
measurements. Slip measurements are taken with the motor cold and then again at the completion
of the heat run. These calculated values were consistently less than the paint values. Slip speed is
heavily dependent on rotor resistance and, hence, temperature.
b) Comments: This method calculates an average rather than a peak temperature. This method is very
sensitive to equipment accuracy and is not recommended to determine peak temperature. This
method is not a recommended method.
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IEEE Std 1349-2011
I.4 Stator thermocouples
a) Test Method: This method gives an accurate reading of peak stator winding temperatures, but these
temperatures are lower than peak rotor temperatures for most motor designs. The results were
consistent.
b) Comments: This method is not a recommended method for determining the rotor temperature. It
could be used to confirm the temperature rise of the stator winding. The thermocouples are fitted on
the windings (either the end-turns or core), not necessarily the hot spot. This is not a destructive
test, and the motor could be reused. This method is recommended in conjunction with one of the
preferred direct rotor measurement methods in Clause 8 to verify maximum internal surface
temperature.
I.5 Thermodynamic computer model
This is not a test method and has only been included to give further detail on how the data was collected in
Annex H. Thermodynamic computer models are used to model stator and rotor temperatures in motors to
assist motor designers. The detailed input into the computer model and the accuracy of the output can vary.
The accuracy of this method is heavily dependent upon the accuracy of the motor surface temperature
method used to calibrate the thermodynamic model.
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IEEE Std 1349-2011
Annex J
(informative)
Event history
A small number of nonexplosionproof, constructed motors have been involved in events resulting in visible
sparking to explosions within these motors. Following these events, an independent electrical engineering
research group was commissioned to perform a study to identify whether motors have the capability to be
an ignition source. (See Bartels and Bradford [B16].) Additionally, other independent engineering and
manufacturing groups also began investigating this phenomenon. (See BEAMA Ltd. [B66].)
The results of these investigations have identified five events with known information involving motors.
The area classification is not known for the events cited. In all of the known events the motor rated voltage
exceeded 6.0 kV. In three of the events, the motor installation method allowed a flammable mixture to be
readily introduced inside the motor housing, i.e., a common bearing lubricating system coupled to a gas
compressor. Four of the events involved gas compressor installations and one involved a crude oil pump
application. One of the events indicated sparking occurring between motor enclosure parts. All of the
enclosures were type “n.”
These studies, Bartels and Bradford [B16] and a report by BEAMA Ltd. [B66], have identified the events
listed in Table J.1.
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IEEE Std 1349-2011
Table J.1—Motor event history
Year Location Voltage Size Speed Type Application
1 1984 Offshore 13.8 kV 3.17 MW 3560 rpm “n” Crude oil

platform, pump motor
North Sea
Ignition source: visible sparking observed between the terminal box and motor enclosure.
Source of flammable vapor: none
2 1985 Offshore 11 kV 6.56 MW 3560 rpm “n” Gas

platform, compressor
North Sea motor
Ignition source: unknown
Source of flammable vapor: flammable gas cloud had been in the area of the motor some days before and
believed to have been trapped in the motor enclosure.
3 1988 Onshore 11 kV 5.5 MW 1485 rpm “n” Gas

terminal, compressor
UK motor
Ignition source: unknown, evidence of electrical fault within stator winding.
Source of flammable vapor: flammable gas was transferred via a common bearing lubrication/cooling
system from the compressor to the motor.
4 1989 Offshore 13.8 kV 5.3 MW 1780 rpm “n” Gas

platform, compressor
North Sea motor
Ignition source: unknown, possible evidence of circulating currents and electrical fault.
Source of flammable vapor: flammable gas was transferred via a common bearing lubrication/cooling
system from the compressor to the motor.
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IEEE Std 1349-2011
Table J.1—Motor event history (continued)
Year Location Voltage Size Speed Type Application
5 1991 Oil refinery, 6.6 kV N/A N/A “n” Gas

UK compressor
motor
Ignition source: manufacturer identified mechanical failure in rotor end ring.
Source of flammable vapor: installation method allowed hydrogen gas to enter motor enclosure.
6 1992 N/A 11 kV N/A N/A N/A Gas

compressor
motor
Ignition source: ignition observed during starting.
Source of flammable vapor: common bearing lubrication system installation method allowed hydrogen gas
to enter motor enclosure.
7 2006 Africa 13.2 kV 6000 hp 1800 TEAAC Gas

Nominal compressor
motor
Ignition source: unknown, ignition occurred during starting
Source of flammable vapor: common bearing lubrication system installation method allowed propane gas
to enter motor enclosure.
8 2005 Alberta, CA 13.2 kV 11000 hp 1800 TEWAC Gas

Nominal compressor
motor
Ignition source: unknown, evidence of electrical fault within stator winding.
Source of flammable vapor: compressor seals failed and the common bearing lubrication system
installation method allowed methane gas to enter motor enclosure.
N/A = not available.
110

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IEEE Industry Applications Society

IEEE Guide for the Application of

Petroleum and Chemical Industry Committee

Approved 10 September 2011

Approved 3 December 2012

The Institute of Electrical and Electronics Engineers, Inc.

Copyright © 2011 by the Institute of Electrical and Electronics Engineers, Inc.

PDF: ISBN 978-0-7381-6803-6 STD97163

Secretary, IEEE-SA Standards Board

Laws and regulations

Updating of IEEE documents

Lorraine K. Padden, Chair

Charlie Boynton Rajendra Mistry John Rydeski

Austin Bonnett Ralph Haynes ** John Malinowski

* Past Co-Chair IEEE 1349

Gabe F. D’Alleva Lee Herron Rick Paes

Richard H. Hulett, Chair

Masayuki Ariyoshi Jim Hughes Gary Robinson

Satish Aggarwal, NRC Representative

3. Definitions, acronyms, and abbreviations .................................................................................................. 4

4. Phenomenon of a motor as a possible ignition source................................................................................ 9

5. Common applications............................................................................................................................... 13

6. Uncommon application considerations..................................................................................................... 26

7. Operation and maintenance considerations .............................................................................................. 35

8. Preferred motor internal surface temperature test methods ...................................................................... 37

Annex A (informative) Bibliography ........................................................................................................... 44

Annex E (informative) Motor information tables......................................................................................... 63

Annex F (informative) Multisection motor inspection procedure ................................................................ 67

Annex G (informative) Motor sparking considerations................................................................................ 68

Annex H (informative) Surface temperature study results and considerations............................................. 75

Annex J (informative) Event history .......................................................................................................... 108

1.4 Industry experience

NEMA MG-1-2009 (Revision 1-2010), Motors and Generators.11

NFPA 70-2011, National Electrical Code® (NEC®).12

3. Definitions, acronyms, and abbreviations

approved: Acceptable to the authority having jurisdiction.14

NOTE—The defined parameters for Common applications are provided in 5.1.18

explosionproof equipment: Equipment enclosed in a case that is capable of withstanding an explosion of a

Uncommon application: An Uncommon application in Class I, Division 2 or Class I, Zone 2 locations is

3.2 Acronyms and abbreviations

AFD adjustable frequency drive (ASD is the IEEE preferred term)

4. Phenomenon of a motor as a possible ignition source

 Improved equipment and containment measures.

4.1 Ignition overview

4.2 Ignition components

Figure 1 —Fire triangle

4.3 Gas AIT and group designation

4.4 Gas ingress

Source: Courtesy of General Electric.

Table 1 —Motor operating temperatures for common application conditionsa

Up to 1.5 kW (2 hp), Explosionproof UL All — Per UL listing and T

Three phase—NEMA frame sizes

Up to 300 kW TEFC Nonducted or axial 115–165 200

Three phase—above NEMA frame sizes

150 to 300 kW TEFC Nonducted or axial 125–185 200

Above 300 kW 115–200 200

Above 300 kW WPII Nonducted or axial 105–190 200

Above 300 kW TEFV & TEWAC Nonducted or axial 85–110 180

5.1 Common application conditions

5.2 Surface temperatures

5.4 General equipment considerations

5.4.2 Fans and ventilation systems

5.4.3.2 Surge arresters and capacitors

Improved equipment and containment measures.

Most Conservative, Moderate Accuracy, Moderate Preparation Time

Conservative, Moderate Accuracy, Low Preparation Time

High Accuracy, High Preparation Time