. Electric railway journal . e strands were in the terminalholes. This resulted in a poor connection, which causedthe leads to burn off at the terminals. In addition tothe above troubles, due directly to this careless mannerof using stranded wire, trouble was also experiencedwith terminal screws cutting into strands, which result-ed in burned connections. This was taken care of atthe same time that leads were made standard by theuse of a copper sleeve inclosing the strands. To reduce the frequency of motor-lead failures, allleads were made of the proper length and size of wirefor each type of
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. Electric railway journal . e strands were in the terminalholes. This resulted in a poor connection, which causedthe leads to burn off at the terminals. In addition tothe above troubles, due directly to this careless mannerof using stranded wire, trouble was also experiencedwith terminal screws cutting into strands, which result-ed in burned connections. This was taken care of atthe same time that leads were made standard by theuse of a copper sleeve inclosing the strands. To reduce the frequency of motor-lead failures, allleads were made of the proper length and size of wirefor each type of motor, and were equipped with terminalsleeves. To make this possible it was first necessary tostandardize the internal wiring of the various types ofmotors as follows: The lengths of leads for the bestwiring conditions were determined, each lead beinggiven an individual number. Fig. 1 shows a diagramfor a WH-101 motor, which is representative of thetype of diagram used for each type of motor. Table I Dotted Line Shows Sleeve. ; Motor Lead Wire #2lB.WG. FIG. 2—COPPER SLEEVE FOR REINFORCING MOTOR LEADTERMINALS shows the lengths of leads, the sizes of wire and thetypes of motor for the several leads. The maintenance shop employees can now pick outthe lead wire required from the proper motor diagramand, by referring to Table I can place an order with thedepartment of electrical repairs for the lead numbersrequired. These leads are furnished all ready to beplaced in the motor shell and inserted in the terminals.The table gives lengths for field leads only. In addition to Table I, Table II was prepared show-ing the proper lengths of motor leads outside the motorshell. The lengths shown in Table I are the totallengths of leads. The proportion of lead inside andoutside the shell is arranged so that the lengths outsidehave the values given in Table II. To prevent troublecaused by different length leads in the same cleat whichresulted in chafing and grounding on motor shell, cal-culati