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Women's Hospital Corps

The Women's Hospital Corps (WHC) was a British military medical unit, part of the Royal Army Medical Corps (RAMC), that operated during World War I.

The WHC was established in 1914 as a private initiative by surgeon Louisa Garrett Anderson and physician Flora Murray, both former suffragettes and members of the Women's Social and Political Union (WSPU), who raised money from many other prominent women's rights campaigners, including Janie Allan. Suspecting that the British military establishment would not look favourably on a medical unit for male soldiers staffed solely by women, Anderson and Murray offered the WHC's services to the French instead. The French Army agreed to support the WHC and provided the corps premises at a disused hospital in Paris, which they opened in September 1914. Such was the WHC's utility that they expanded their operations to an additional hospital, closer to the front lines, in Wimereux. Eventually, the Wimereux hospital became the focus of the WHC efforts and the Paris unit was closed down.

By late 1914 the numbers of casualties were rising, and policies had changed such that injured servicemen were no longer routinely treated near the front lines but were being shipped back the the UK. Positive reports of the WHC's work had reached British military commanders, and the WHC reputation had grown sufficiently that in January 1915 the unit was invited to set up a hospital in London, to be formed as a formal unit of the RAMC. Premises were provided at the disused St Giles Workhouse at the corner of Endell Street and Shorts Gardens in Covent Garden. The Endell Street Military Hospital opened in May 1915, and remained in operation, staffed entirely by female doctors and nurses, until December 1919.

• https://www.cambridge.org/core/services/aop-cambridge-core/content/view/7A4C663DEF20EA3E03766E6409C6E755/S0025727300059081a.pdf/medical_women_at_war_19141918.pdf
• https://www.ncbi.nlm.nih.gov/pmc/articles/PMC1712367/
• http://journals.sagepub.com/doi/pdf/10.1258/j.jmb.2006.05-24

March 711

March 711

Andrea de Adamich driving an Alfa Romeo-engined March 711 in 1971
Category	Formula One
Constructor	March Engineering
Designer(s)	Robin Herd Frank Costin Geoff Ferris
Predecessor	March 701
Successor	March 721
Technical specifications
Chassis	Aluminium monocoque, with engine as a fully stressed member.
Suspension (front)	Unequal length double wishbone, with rocker arm activated inboard coilover spring/damper units
Suspension (rear)	Lower wishbone and upper radius arms and transverse links, with outboard coilover spring/damper units
Axle track	60 in (152 cm)
Wheelbase	96 in (244 cm)
Engine	Ford Cosworth DFV 2,993 cc (182.6 cu in) 90° V8. or Alfa Romeo T33/3 2,993 cc (182.6 cu in) 90° V8. Both naturally aspirated, mid-mounted.
Transmission	Hewland FG400 5-speed manual gearbox.
Weight	560 kg (1,235 lb)
Fuel	Shell
Lubricants	Shell, STP, Motul
Tyres	Firestone, Goodyear
Competition history
Notable entrants	STP March Racing Frank Williams Racing Cars
Notable drivers	Ronnie Peterson Alex Soler-Roig Andrea de Adamich Nanni Galli Henri Pescarolo Carlos Pace
Debut	1971 South African Grand Prix
Last event	1972 United States Grand Prix
Races Wins Podiums Poles F/Laps 22 0 5 0 1
n.b. Unless otherwise stated, all data refer to Formula One World Championship Grands Prix only.

The March 711 is a Formula One racing car that was built by the March Engineering team to contest the 1971 Formula One season. The 711 was designed by Robin Herd, Frank Costin and Geoff Ferris. It was March's second Formula One car, following the hastily constructed March 701 of 1970, and was a much more ambitious design than its predecessor.

The chassis was a true monocoque structure, compared to the 701's 'bathtub' style chassis, clothed in bodywork designed by Costin to be extremely low-drag and therefore disturb the airflow as little as possible, taking an opposite approach to the previous season's groundbreaking Lotus 72 that used its bodywork to generate significant downforce. As a consequence, the 711 required a large front wing to generate sufficient grip, and this was designed as an unusual and visually distinctive eliptical 'tea tray' surface mounted on a vertical pylon. Different chassis were powered by either a Ford Cosworth DFV or Alfa Romeo 3.0 litre V8 engine, although the Ford-powered cars were distinctly more competitive.

Six March 711 cars were built during the 1971 season, four of which were used by the works team, one was bought by Frank Williams for his privateer team, and one by Skip Barber that he intended to use in North America. Works driver Ronnie Peterson took five podium finishes from the 1971 season's 11 championship races, including four second places, and finished second in the 1971 World Drivers' Championship. The March-Ford combination finished fourth in the World Constructors' Championship, equal on 33 points with third-placed Scuderia Ferrari, but behind the Italian team as March did not win a race that year. Williams continued using his 711 throughout the 1972 Formula One season, but the works cars were all retired from use at the end of 1971. It is not known for certain how many of the original chassis still exist, but three of them have been used regularly in historic motorsport during the first two decades of the 21st century.

Design

March Engineering had come into being in mid-1969, when four friends each contributed £2,500 to establish a new company to make and race cars in a number of international motorsport categories. March took its name from the initials of these four founders: Max Mosley, Alan Rees, Graham Coaker, and Robin Herd. Herd was the experienced engineer of the group, and had previously designed cars for McLaren and Cosworth. Mosley, the business and finance heart, set a very ambitious schedule for March to enter the 1970 Formula One season, despite having only built one prototype Formula Three car by the end of 1969. To do this, Herd was forced to create their 1970 Formula One entry in only three months. As a consequence, the resulting March 701 was a very conservative and backward-looking design, described by journalist L. J. K. Setright as a "1967 car in 1970." Interviewed in 2010, Herd stated that at the time he was "disillusioned by the 701, because it was nothing like the car I wanted to build."

Despite this rushed genesis, the 701 performed well in the first half of the 1970 season, winning three of its first four Formula One races and taking March to third place in the 1970 World Constructors' Championship. However, the limitations of the 701 had come sharply into focus during the second half of the year, as its lack of development potential allowed more advanced competitors from Team Lotus and Scuderia Ferrari to outperform it consistently, and March customer Tyrrell Racing abandoned the 701 before the end of the year, in favour of their own in-house design. The need for a more contemporary car was very apparent to Herd, and the additional time available before the start of the 1971 Formula One season allowed him to make the new 711 something much closer to what he had originally envisaged for March's Formula One ambitions. Herd claimed later that the only March-made component carried over from the 701 was the steering box.

The broad layout of the March 711 was heavily influenced by that of the Lotus 72, which had made its championship debut at the 1970 Spanish Grand Prix. March design engineer, Geoff Ferris, had been assistant to the Lotus 72 designer Maurice Phillippe during the 72's genesis, and had left Lotus to join March in April 1970, just before the 72 made its competition debut, and it was Ferris who handled most of the detail design for the 711.

Chassis and bodywork

While the 701 had used a simple and easy to manufacture, open-topped, 'bathtub' style aluminium monocoque, in which the driver sat covered only by fibreglass bodywork, the 711 had a more complex, semi-cylindrical structure, which the driver sat partially inside with their legs covered by the chassis itself. Although being more difficult to design and build, this "full monocoque" was much stiffer than the older car's chassis, and it allowed all the fuel to be carried within the body of the car, rather than relying on external tanks for longer races as the 701 had. This monocoque was constructed in 16- and 18-gauge aluminium alloy, and was reinforced in front and behind the driver with 3⁄16 inch thick duralumin plate bulkheads. In front of the front bulkhead, a tubular subframe extended forward to carry the front suspension and inboard brakes.

Perhaps the 711's most distinctive characteristics were its bodywork and aerodynamics. In a significant departure from the Lotus 72 template, Herd had decided that his car should be designed around reducing as much as possible the aerodynamic drag incurred by the bodywork. While the Lotus used its wedge-shaped body to generate significant downforce, in addition to that generated by the car's wings, this did mean that the body also generated more drag. In order to realise his plan, Herd enlisted the help of leading automotive aerodynamicist Frank Costin. Costin had been one of the first to apply serious aeronautical aerodynamic theory to racing cars, starting with the Lotus Mark VIII sportscar in 1953, and moving into Formula One with the Vanwall in 1956. For the March 711, Costin decided that

Engines and transmission

As has been widespread practice since the introduction of the Lotus 49 in 1967, the March 711 used its engine as a fully-stressed, load-bearing part of the car's structure. In common with the 49, the motor that this structure was designed around was the Ford-funded, Cosworth-designed and built DFV 2,993 cc (182.6 cu in) 90° V8 engine. This unit was available to buy by anyone who could meet Cosworth's £7,500 price tag

Fortunately for Herd, the chassis mounting points on the Cosworth and Alfa Romeo engines were in the same place, allowing the two to be used almost interchangeably with only minor modifications. Indeed, some chassis were run with both engines during the course of their active career. The only major packaging difference between the two engines was in the location of their alternators, as the Cosworth integrated its unit within the main body of the engine, while the Alfa Romeo alternator was separate. March chose to mount this component on top of the gearbox.

In common with the majority of contemporary Formula One cars using Cosworth engines, the March transmission was based around a Hewland gearbox. However, while its predecessor had used Hewland's heavier duty DG300 model, the 711 was designed around the lighter FG400. This gearbox was a hybrid of the stronger differential, crownwheel and pinion of the DG300, mated to gears made to the smaller and lighter size used in the Formula Two-specification FT200 'box. Where in previous seasons these gears would have been too delicate for the DFV's torque output, improvements in Hewland's manufacturing and quality control meant that they could now be used for the Formula One machines. Herd reckoned that using the lighter gearbox saved around 20 lb (9.1 kg), and that as this weight was saved from the extreme rear of the car the benefits were not limited to simply the reduction in overall mass.

Both Lotus and Tyrrell had already successfully mated the DFV and FG400 in their Formula One cars, so this was a proven combination from which most of the teething issues had been eradicated. However, the Alfa Romeo T33 had only previously been run using the DG300, so March had to pioneer this combination.

Braking and suspension

As they had performed very reliably over almost 35,000 miles (56,300 km) of racing and testing during 1970, Herd carried over the 701's Girling brakes and Ferodo pads to the 711's braking system. The discs themselves were 10.5 in (27 cm) diameter ventilated units at each corner, with Girling's stiff and powerful E-type calipers at the front, and their lighter AR-4 units at the rear. Initially, the 711's brakes were mounted inboard both front and rear, actuated by driveshafts of identical design. March had previously found that the approximately 25% reduction in unsprung mass resulted in improved compliance over bumpy surfaces and consequent roadholding and handling benefits, which were worth the trouble despite the added complexity. March had switched the 701 from outboard to inboard rear braking part way through the 1970 season, so had experience with this system, but the decision to run inboard brakes at the front on the 711 was new to the team.

Having an inboard braking system imposed some restrictions on the choice of suspension design. In particular, the need to fit both steering arms and brake driveshafts within the front suspension geometry dictated that the spring and damper units be mounted either in an inefficient outboard location, or inboard, within the chassis. Herd decided to take the latter option. The front suspension itself was of a conventional double wishbone design, but with the forward arm of each upper wishbone extended behind its chassis pivot point to act as a rocker arm to actuate the inboard-mounted coilover spring and damper units. In addition to the limitations on space, mounting the springs within the chassis also removed them from the airflow, reducing drag and improving the feed of cold air to the radiators mounted between the front and rear wheels.

At the rear of the car, in place of the previous model's twin parallel links set-up, Herd chose to use a one-piece lower wishbone, but retained the transverse link and long radius arm in the upper position. Although the transverse link and wishbones were attached directly to the engine and gearbox, the radius arms were long, and extended forward, past the engine, to be attached to the rear bulkhead of the monocoque. The choice to switch to a partial wishbone configuration was down to Herd's intention to build in some degree of anti-squat geometry to the design – to resist suspension movement caused by acceleration – as the complex links and swingarms used with the 701 would have taken up too much space and interfered with exhaust pipe routing. As the inboard brakes at the rear could be mounted to the existing driveshaft from the gearbox, and there was no need for steering arms, the coilover units could be mounted in a conventional, outboard location.

Ancillaries

As with the previous season, March's contract with Firestone dictated that the car was designed around that company's tyres. However, the withdrawal of Dunlop from Formula One at the end of 1970 meant that the only alternative supplier was Firestone's fellow American company Goodyear, who manufactured tyres in the same range of sizes as Firestone. Hence, in practice, the choice of tyre was less critical to the handling of the car than had been the case with the 701. The works team of course ran with the Firestone product, but the Williams and Barber cars were run on Goodyear rubber.

Racing history

March works driver Ronnie Peterson driving a March 711 at the 1971 World Championship Victory Race at Brands Hatch

Teams and drivers

March's relationship with its 1970 drivers had not ended well. Former team leader, Chris Amon, had been promised that the works team would be set up around a single car entry for him, but by the end of the season March were running a two- or three-car team at every race, and had been providing support for up to five customer entries as well. The demands being made by Amon meant that their second driver, Jo Siffert, felt that too much of the team's efforts were being spent on Amon's car and not his. Both drivers decided to leave the team at the end of that season. Thus, before the 1971 Formula One season got underway, March were looking for two new works drivers.

The first person that March signed for 1971 was a driver with almost already a two year relationship with the still relatively new team. Young Swedish driver Ronnie Peterson had been the first person to experience a March car in competition, when he drove the team's experimental March 693 in selected rounds of the British Formula Three Championship in 1969. The following year he had driven for the works-supported Malcolm Guthrie Racing in the European Formula Two Championship, driving a March 702, and had been placed in a Formula One drive at Colin Crabbe's Antique Automobiles Racing Team by March, who provided a March 701 to the team. Although this experience meant that Peterson was not a complete rookie, he was significantly more inexperienced than normal for a works team's lead driver.

The works' supporting drivers were largely dictated by March's financial circumstances, either tied to their engine supply relationship with Alfa Romeo, like Andrea de Adamich, or bringing in significant external funds, like Alex Soler-Roig or Nanni Galli. De Adamich had been part of the Autodelta race program since 1965, and won Division 2 of the European Touring Car Championship for the team in 1966, in an Alfa Romeo GTA. He had been placed at the McLaren Formula One team in 1970 when Autodelta started providing them the Alfa Romeo T33 engine, and he followed the engine to March in 1971.

Frank Williams was the first external 'privateer' team owner to commit to buying a 711. The car was bought to run former Matra works driver Henri Pescarolo, who brought financial backing from the French Motul lubricants company. At the same time, and to tide the Williams team over until their 711 was ready, Williams also bought an ex-works 701.

Race results

Formula One World Championship results

(key) (results in italics indicate fastest lap)

Year	Engine	Entrant	Tyres	Driver	Grands Prix												Pts.	WCC
					RSA	ESP	MON	NED	FRA	GBR	GER	AUT	ITA	CAN	USA
1971	Ford Cosworth DFV	STP March Racing Team	F	Peterson	10	Ret	2	4		2	5	8	2	2	3		331	4th1
				Soler-Roig	Ret	Ret	DNQ	Ret	Ret
				Galli					DNS	11			Ret	16	Ret
				Lauda								Ret
				Beuttler										NC
		Frank Williams Racing Cars	G	Pescarolo		Ret	8	13	Ret	4	Ret	6	Ret	DNS	Ret
		Gene Mason Racing	G	Barber			DNQ	NC						Ret	NC
		Clarke-Mordaunt-Guthrie Racing	F	Beuttler						Ret	DSQ	NC	Ret
	Alfa Romeo T33/3	STP March Racing Team	F	de Adamich	13	Ret			Ret	NC	Ret		Ret		11		0	–
				Galli			DNQ	Ret			12	12
				Peterson					Ret
1972					ARG	RSA	ESP	MON	BEL	FRA	GBR	GER	AUT	ITA	CAN	USA
	Ford Cosworth DFV	Team Williams Motul	G	Pace		17	6	17	5	Ret	Ret	NC	NC	Ret	9	Ret	152	6th
		Gene Mason Racing	G	Barber											NC	16
Sources:

¹ March-Ford finished equal on points with third-placed Ferrari, but were placed fourth as Ferrari had won races in 1971.
² Includes 12 points scored by March 721X and March 721G entries.

Non-championship Formula One results

(key)

Year	Engine	Entrant	Driver	Races
				ARG	ROC	QUE	SPR	INT	RIN	OUL	VIC
1971	Ford Cosworth DFV	Frank Williams Racing Cars	Peterson		Ret
			Pescarolo			Ret	DNA	6		Ret	Ret
		STP March Racing Team	Peterson			18			2		16
			Soler-Roig						8
			Galli						5
		Gene Mason Racing	Barber						6
		Clarke-Mordaunt-Guthrie Racing	Beuttler							20
	Alfa Romeo T33/3	STP March Racing Team	Peterson					Ret
1972				ROC	BRA	INT	OUL	REP	VIC
	Ford Cosworth DFV	Clarke-Mordaunt-Guthrie Racing	Beuttler	Ret
		STP March Racing Team	Bueno		6
			Lauda					DNS
		Team Williams Motul	Pace		Ret
			Pescarolo					Ret
Sources:

SCCA Continental Championship results

(key)

Year	Engine	Entrant	Driver	Races
				RIV	LAG	SEA	OHI	RAM	EDM	BRA	LRK
1971	Ford Cosworth DFV	Triple R Racing	Barber				DNS			6	3
1972				LAG	EDM	WGL	RAM	BRA	RAT	LRK	RIV
	Ford Cosworth DFV	Gene Mason Racing	Barber		5	3	5	27	3	6	DNS
Source:

External links

Media related to March 711 at Wikimedia Commons

Manchester sausage

Manchester sausage is a variety of pork sausage associated with, and thought to have been developed in, the English city of Manchester. Although there is some variation in recipes used by different producers, broadly the Manchester sausage is characterized by a seasoning mixture dominated by white pepper, mace, nutmeg and ginger, with cloves and sage being common additional flavours.

Ingredients and manufacture

In the 1911 second edition of his guide for butchers and sausage manufacturers, Thomas B. Finney gives a typical recipe for Manchester sausage seasoning as:

• 2 lb (907 g) ground white pepper
• 2 oz (57 g) mace
• 2 oz (57 g) nutmeg
• 4 oz (113 g) ginger
• 3 oz (85 g) sage
• 1 oz (28 g) cloves
• 5.5 lb (2.49 kg) coarse salt

This mixture is used to season prepared pork sausage meat at a ratio of 0.5 oz (14 g) for every 1 lb (454 g) of meat. Commonly, Manchester sausages are prepared in the traditional British, linked 'banger' style, using synthetic or natural pork casings.

Peter Berthon

Peter Berthon
Born	Peter Lorraine Ashton Berthon (1906-09-20)20 September 1906 Maymyo, Burma
Died	15 January 1971(1971-01-15) (aged 64) Durban, South Africa
Occupation(s)	Engineer and businessman
Known for	Co-founder of English Racing Automobiles and British Racing Motors

Peter Lorraine Ashton Berthon (20 September 1906 – 15 January 1971) was a British racing car designer and entrepreneur, who was instrumental in the founding of two leading British motorsport manufacturers and teams: English Racing Automobiles, and British Racing Motors.

Early life

Peter Berthon was the eldest son of Charles Peter Berthon, a captain (later colonel) in the East Yorkshire Regiment of the British Army, and Louise Angela Berthon (née Black). He was born in Maymyo, Burma (now Myanmar), in what was then part of the British Empire, while his father was stationed in the country.

When he was only a few years old, the family moved to Bristol. Berthon was sent to Christ's Hospital school in Horsham, West Sussex.

ERA

See also: English Racing Automobiles

Following the onset of hostilities in 1939, Berthon rejoined the RAF as a pilot and served with distinction during World War II.

BRM

See also: British Racing Motors

References

Citations

Bibliography

Nye, Doug; Rudd, Tony (1994). B.R.M. - The Saga of British Racing Motors: Volume 1 - Front-engined Cars 1945 - 1960. MRP Publishing Ltd.