Indianapolis Times, Indianapolis, Marion County, 24 October 1941 — Page 4

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{| IN UNION SPLIT

Cause as Result of ~ Senate Probe.

By THOMAS L. STOKES Times Special Writer WASHINGTON, Oct. UA trage~ dy disturbing to American labor is being inacted here. The harmful effects of the A. F. of L.-C. 1. O. split are being demonstrated before the Truman committee of the Senate in its investigation of the withholding of a 300-defense-homes ..contract from the low bidder, Patrick J. Currier of De troit, by the Federal Works Agency on advice of co-director, because of A. F. o L opposition: Mr. Currier has a con-| tract with the C. I. O. Richard J. Gray, acting head of the A. P. of L. Building Trades Department, testified today that award of the contract to Currier would “cause industrial strife far beyond the power or authority of A. PF. of L. leaders to control.

Chiseling Charged He charged that Currier always has operated an “open shop” company and has been in the forefront]:

troit unions. He said Currier’s}

“chiselled on its

workers’ pay” and has led lumber dealers in a “fight against organized - labor.” Had there been no labor schism, the: public would not now. be confronted with the spectacle of one organization; the C. I. O,, trying to invade . the building-construction field long Pro-enpted by the other, the A. FP. the latter TE : 9 strike to prevent this invasion; and the Government in the postion of backing up the A. FP. of L.

Deny Monopoly Exists

This is being done through the so-called labor stabilization agree-

| ment with OPM whereby A. F. of L.

building trades agreed not to strike on defense projects. : The agreement operates like a monopoly for the A. F. of L., though Mr. Hillman and A. F. of L. officials deny that a monopoly exists. Trouble seems forecast which may be detrimental to national defense.

| This might have been avoided had

the union movement not split into two camps whose bitter hostility is now being paraded at the capitol. Accusations Are Hurled The average union member's dismay at the long struggle between the leaders of the two groups probably would be intensified if he could git in the Senate caucus room and overhear the gleeful remarks of representatives of big industries as SREY Sale labor. leaders figuratively

seething ‘antagonism of the two groups—and even of men within the same organization—boiled to the surface in Mr. Hillman's accusation | that the C. I. O.s United Construc-| tion Workers ha Committee is merely a “raiding” organization, and the counter-accusations from A. D. chairman of the

U. C. W. O. O, that Mr. Hillman

land the OPM are creating a moand

One of 0. I. O. Organizers

‘Mr. Hillman is in a strange .position. He.was one of the organizers of the C. I. O., formerly its 'vice chairman, and 1s still president of one of its affiliates, the Amalgamated Clothing Workers of America, while Mr. Y.ewis is. a brother of John L. Lewis, former C. I. O. president, who: was associated with Mr. Hillman in creating the C. 1. O. As Mr. Lewis pointed out in his testimony, Mr. Hillman sat in the convention which approved creation of the OC. I O. building-trades organization, and his own formally indorsed the organizing campaign. He also pointed out, as regards dual unionism, that Mr. Hillman operated his union for years outside the A. F. of L., returned to it

into the C. I. O. : Hillman Handicaps Mr. Hillman has been handicapped in presenting his case. He bases it on practical considerations of keeping peace during the defense emergency, but the complicated considerations involved are hard to .get through the head of the increasingly tax-conscious av-|: erage citizen who sees chiefly that the Government is proposing to re- | ject a contract from a responsible ‘builder that is $216,000 lower than

|any other, a builder who has a

union contract and is paying above

the background involving personal ambitions and personal rivalries, becalise, while this might help his ‘particular case, it would hurt the general cause of labor,

Many Fear Harm: to Labor] >

of employer attempts to smash De-|,

in’ 1938, ‘and subsequently withdrew |"

BY'W TER. LECKRONE Times Special Writer

In the race. for more power with

AMERICAN . ATRPLANE 'enines’ ae equal fo fhe world's

less weight they have. at least held their own. In the search --

for long life and reliable service they have gone ahead of most.

come standard in U.

Threo rea; Dames lave he-

—Pratt 5 Whithey,

Yt cooled The two makers

engines. aD, Who akEs

Yhols lange. from 40 ‘to 2200

only the Ee pba the newer version of 1325 horse-

They have evolved engines that weigh dn than & pound ‘ for every horsepower they deliver —engines that are compact, economical of fuel, and amazingly reliable.

” # #

2 Nations Can Compare

ONLY TWO OTHER nations’

build, or have built, engines in their class.

French’ engine production never really got started in this war, and French engines left much to be ~desired.

Italian manufacturers, with brilliant ‘past records in engine design and construction, have given a disappointing performance in the past two years. Russian engines as recently as

1939 were second-rate adaptations.

of U. 8. and other designs.

German and British engines, ||

both refined somewhat under the test of war, are the only types

today comparable to those made |

in American factories. Standard in Britain is the RollsRoyce, itself the subject of much

redesign and considerable im-'

provement since the war began. In the United States one Rolls-Royce model is being made today—an engine in the class of the liquidcooled 1090 - horsepower Allison. The comparison has been the subject of much debate.

THE ROLLS-ROYCE MERLIN, as this model is known, shows superior workmanship and excellent design, engineers say. It is more than 20 inches shorter than the Allison of approximately the same power, but not comparably lighter. It served the British Spitfires and Hurricanes that held off the Germans at Dunkirk, and has so far carried the bulk of the load of Britain’s air defense. Buf it will soon be obsolete in Britain. British designers have produced a series of models of greater and greater horsepower, and presumably of greater efficiency. The latest, the Napier-Sabre, is reputed to deliver more than 2000 horsepower. This, if true, puts it ahead of any Sluis Sole American engine in ace horsepower Allison has been built and now awaits Army approval.

‘Methods Advanced

AMERICAN MANUFACTURERS, with greater experience in mass production, have been, and still are well ahead in methods. The Rolls-Royce model being built here “by Packard is being built faster than the British, who originated it, can turn it out.

_The 2400-horsepower Allison uses

so many parts identical with the present 1325- power Allison that it can go into production without major retooling. Competent engineers who have studied both say U. S. quality is at least equal to Britain's best. Fundamentally these engines are alike. For basic differences one must turn to the German engines. “Standard there is the Daimler-Benz—also a mass-pro-duction design.

It has nothing that U. S. en<

gines do not have, or could not have if they wished. It gives no greater power, has no less weight, stands no more punishment—not as much in most instances. Differences reflect the - differences in supply sources of the three’ nations n - 8 ” » - GERMAN ENGINEERS, aware ‘that ‘they must depend on ine ferior gasoline and lubricants, ‘have built engines to use such oils. They are designed to run on gasoline no better than American motorist can buy at his. “filling station—and out of this in glerigr fuel they get less range, less speed, less power, than com‘parable U. S. engines get out: of ‘better fuel. Materials in, captured German engines have been of the best, workmanship of the finest. Given equally good gasoline and’ oil, American engineers believe the Germans would produce an

because he is unable to disclose all engin

esigns. The British prefer thelr + own | to those designed in America. They had difficulty, at

-first,- in assembling U, S.-built.

service—although a 2400-

RUBBER

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' This group of British E. A. F. filers and mechanics around an Allison engine is symbolic of the Amer“ican aid-to-Brifain program under which Allison-powered warplanes are helping to fight Britain’s battle on many fronts. * The scene is the Allison Service Department and the men are, left to right, Flight Sergt. John H. Baley, Corp. C. A. Regan, Flight Sergt. T. J. McAndrews, Corp. L. 8. Martin, Sergt. S..8. Payne, Corp. W. F. Hillyer, Sergt. ‘Ernest Poole, Flight Sergf. Harry Horten, and G. P. Pearce, Allison instructor. These

men are learning to service the Allison and

will return to Britain where they teach othérs if turn so that

they can keep the American-made British warplanes flying. .

engines shipped to them—difficulty that did not end until U.S ‘mechanics ‘went abroad to elp. They still like their Rolls-Royce better than our Allison—though

they have nothing fo approach,’

far more than a mere machine to drive a propeller. It is the central powerhouse of an amazingly ' complex collection of Sadgets ‘which enable a pilot to

our air-cooled engines—and it is this preference, as much as anything else, that has caused manu1asture of a British motor to be-

gin here. ; 8 = 8 TODAY'S ENGINE has become

LATELY TURBO-CHARGERS have come into use. They take __. 150 ‘horse , too, but: Shey get. &8 it out of that comes out the * There is talk today about pres- 4 suré ‘cabins—to enable pilots to move about safely at 40,000 feet, Fi where even the pressure suits 3% worn today! are proving scant pro- 4%

- tection for prolonged

That means more air “purop, | more load for the SEA : And that, eventually, will raise #4 a cry for engines with more power sa -=but without ‘more weight—to 1M Handle all the extra jobs the modern warplane needs to do In come= iy bat. : Gs “td NEXT: Const-to-ooast. assembly w lines. 3

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