Journal of the Association of Engineers, India

B. K. Dam

Abstract

Working iron to some useful shape is quite an ancient craft. Fragmentary writings, archeological finds trace the use of iron implements back to 3000 B.C. and it appears that this trade was known to the people of Syria, Babylon, Egypt, China, India, Greece and Italy.

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B. K. Dam

Abstract

We dealt in our first paper geometry governing the transmission of rotational motion of one shaft to another. It was assumed that drive was transmitted through friction between pitch surfaces. In actual practice however teeth are provided on the pitch surface to ensure that the motion may be positive. This necessity of providing some sort of driving agent was felt even by the ancients. This took the form of pegs driven on the periphery of the wheel and spaced equally. Such wheels were known as cog wheels. It will be easily seen that the worming of such a pair of wheels cannot be satisfactory. So far as it known, the famous Danish astronomer Ole Roemer (1644-1710) made a systematic attempt to study this problem.

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B. K. Dam

Abstract

I am thankful to the Association for this opportunity to speak on a subject that is of considerable importance in Mechanical Engineering.

As it will not be possible to deal with all the aspects of the subject in a single paper, it is proposed to cover the subject in stages. Present paper will mainly be confined to the Geometry of gearing, under different conditions and the second paper will deal with Geometry of tooth curves, and in the third and last paper there will be short discussion on the Tools and Manufacturing processes, faults and their corrections, as also inspection methods.

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B. K. Dam

Abstract

French National Railways which is a state owned and state managed organisation has a fleet of 350,000 wagons. But there is one interesting feature, in that, it encourages the manufacturers to build special wagons to meet their particular needs by paying owners of such wagons same indemnities depending upon the type of the product and the tare to load ratio. This policy has yielded satisfactory results, since number of such wagons has increased from 33,000 in 1947 to 60,000 in 1964 allowing railways a considerable savings in capital expenditure.

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