. American engineer and railroad journal . finishing and flanging cuts—are *he main economical features, and are entirely due to thehigh speed capacity of the new tools. It will be seen that thelabor cost in the case of the high speed is only half that withthe ordinary air hardening steel, and less than one-third asmuch as with the old carbon steel tools. The interest, depreciation, repairs and renewals to machineand electrical equipment have been estimated at 15 per cent,on $6,000 for the modern lathe, or 40 cents per hour, and at10 per cent, on $3,000 on old style lathe, which would be suf-f
. American engineer and railroad journal . finishing and flanging cuts—are *he main economical features, and are entirely due to thehigh speed capacity of the new tools. It will be seen that thelabor cost in the case of the high speed is only half that withthe ordinary air hardening steel, and less than one-third asmuch as with the old carbon steel tools. The interest, depreciation, repairs and renewals to machineand electrical equipment have been estimated at 15 per cent,on $6,000 for the modern lathe, or 40 cents per hour, and at10 per cent, on $3,000 on old style lathe, which would be suf-ficiently fast for the speed capacty of the old carbon steeltools. It must be remembered, in this connection, that therehas as yet been no driving wheel lathe built expressly forhigh speed alloy steels. The power (delivered to work) has been taken in all casesat 3 cents per horse-power hour, a conservative figure for con-ditions in the Middle West, and considering the many trans-mission losses. 396 AMERICAN ENGINEER AND RAILROAD
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