Читать книгу Surgical Experiences in South Africa, 1899-1900 - George Henry Makins - Страница 16

Table of Contents

	1815.	1854.	1871.	1877.	1899.
Waterloo	Crimean War	Franco-German War	Russo-Turkish War	Kimberley Relief Force
(English troops)	(English troops)	(German troops)	(Russian troops)	(English troops)
Number of troops engaged	36,240	97,864	887,876	300,000	15,748
Number of killed	1,759	2,775	17,570	32,780	315
Percentage	4.85	2.81	1.97	10.92	2
Number of wounded	5,892	12,094	96,189	71,268	1,512
Percentage	16.25	12.35	10.83	23.75	9.60
Number of missing	807	—	4,009	—	132
Percentage	2.19	—	0.45	—	.83
-Total killed, wounded, and missing	8,458	14,849	117,768	104,050	1,959
Percentage	23.31	15.17	13.26	34.68	12.43

The proportion of men killed to those wounded was as follows: killed 315, wounded 1,512, or 1 to 4.8. If we add to the men killed on the field of battle the 49 dying in the next 48 hours, the proportion of fatalities is increased to 1 to 4.15. The higher of these proportions is certainly the surgically correct one.

With regard to the general accuracy of the numbers given above, a comparison of those published for the campaign up to September 15, 1900, is of value, as the two series substantially tally. Thus, up to that date, 17,072 men were hit, and of these 2,998 were killed. The proportion killed to wounded was therefore 1 to 4.69.

If it be borne in mind that of the wounded men included in Table I., 1.5 per cent. died later in the Base hospitals, the percentages are almost identical.

Table III. is inserted with a view to instituting a comparison between the number of casualties in the present and earlier campaigns.

For the purposes of this table it is necessary to take the approximate number of men at Lord Methuen's disposal, irrespective of their active participation in the fighting.

The result of this addition to the total is to show that the percentage of men killed and wounded was slightly lower than in the Crimean war, and nearly corresponded with that observed in the Franco-German campaign.

As it has been shown that our numbers correspond in general with those of the whole war up to September 15, 1900, there can be little doubt that the same ratios will be maintained to the close of the campaign.

On the face of the numbers, therefore, there is little ground for assuming that the change in the nature of the weapons has materially influenced the deadliness of warfare at all. This is capable of explanation on the ground that in the Crimea the battles were fought at much closer quarters, and hence the weapons of the time were as effective, or more so, than the present ones. That this increased distance between the combatants will always counterbalance the increased deadliness of the weapons in the future is more than probable, since the range of effectiveness has been increased both in rifle and in artillery fire. In the present campaign the effect of the latter was very noticeable, since the Boers were, as a rule, quickly displaced by shell fire, unless they were in especially favourable positions, and this although no great number of men was hit by the projectiles. Under these circumstances, except on some occasions, neither side derived all the advantage from the increased shooting powers of their rifles which might have been expected. To a lesser degree this will probably always be the case in the future.

In connection with these remarks, however, I would point to column 4 of Table III., as showing how difficult it is to draw definite deductions from any particular set of numbers alone. This column shows that in the Russo-Turkish War of 1877 all the percentages were practically doubled or more, and in the case of the number of men killed on the field of battle, the number was nearly five times as great as either in the Crimea or the present campaign. The explanation here depends on the race of men and their tenacity in resistance alone. In the case of either nation death in battle is little feared, and slight inclination to avoid it exists. When the theory of war held by the Boer—i.e. going out to shoot an enemy without incurring risk of being yourself shot—is borne in mind, the special circumstances attending the present campaign are sufficiently obvious to need little further remark. A future campaign in which the combatants are as equally well armed, but each side stands to the last, will probably give very different results.

It is unfortunate that no details can be given as to the influence of range in altering the relative numbers of killed to wounded. It may be stated, however, that in no instance did the percentage of killed to wounded reach 25 per cent. At the battle of Magersfontein it amounted to 19.26 per cent., at Colenso to 17.97 per cent., and at both these engagements there is little doubt that a considerable number of the men were hit within a distance of 1,000 yards. When the distances were very short the injuries were frequently multiple; and this character was a more common source of danger than increase of severity in the individual wounds received at a short range.

A short consideration of the circumstances especially influencing the ultimate mortality amongst the wounded subsequent to the reception of the injury is here necessary, although I shall be obliged to make my remarks as short as possible. The subject is best treated of under the two headings of Transport and Hospital Accommodation.

Transport.—The importance of transport is felt from the moment of the injury till the time of arrival of the patient in the mother country. To the surgeon it is of the same vital importance as the carrying of food for the troops is to the combatant general.

(a) Removal of the wounded from the field of battle. My experience was opposed to hurried action in this matter, although it is necessary to gather up the wounded before nightfall if possible. As a rule wounded men should not be removed from the field of battle under fire, at any rate when the troops are in open order at a range of 1,000 yards or more. I saw several instances in which mortal wounds were incurred by previously wounded men or their bearers during the process of removal, while it was astonishing how many scattered wounded men could lie out under a heavy fire and escape by the doctrine of chances. The erect position and small group necessary to bear off a wounded man at once draws a concentrated fire, if fighting is still proceeding.

As to the best and quickest method of removing the patients to the first dressing station, there were few occasions when this was not more satisfactorily done by bearers with stretchers than by wagons. The movement was more easy to the wounded men, and, as a rule, time was saved. Over rough ground the wagons travel slowly, and patients with only provisional splints were shaken undesirably. A stretcher party in my experience easily outstripped the wagon unless a road or very smooth veldt existed. A larger number of men is of course required, but I take it that on the occasion of a great war men are both more easily obtained and fed than are transport animals. From what I have been able to learn, both the Indian dhoolie-bearers and the hastily recruited Colonial bearer companies were most successful in the removal of the large number of wounded men from the field of Colenso. I had several opportunities of comparing the two methods on a smaller scale during the fighting in Orange River Colony, and felt very strongly in favour of the stretcher parties.

For removal of patients from one part of a hospital to another, or sometimes in loading trains, &c., great economy of men, and increased comfort to the patients, may be attained by the use of some form of ambulance trolly.

I append an illustration of what seemed to me the simplest and best I came across among several in use in South Africa. The description beneath is by Major McCormack, R.A.M.C., its inventor (fig. 5).

When wagons were necessary or preferable, the Indian Tongas (fig. 6), presented by Mr. Dhanjibhoy, were most useful; they carried two men lying down, the same number as the big service wagon, and were drawn by two ponies only. Although somewhat highly springed, the vehicle is so well arranged and padded, that the occupants are seldom hurt by striking against the sides with rough jolting, unless quite helpless. I occasionally made long journeys in this vehicle with much comfort.

Fig. 5.—The McCormack-Brook Wheeled Stretcher Carriage.

It consists of an under-carriage built up of two light wheels with steel spokes and rims with rubber tyres and ball bearings; on the axle are two light elliptic springs, to which is attached a transverse seat for the stretcher-carrier proper. This is securely bolted on to the seat, and consists of two pieces of hard wood, suitably worked, and forming an angle frame. On the bottom side the stretcher poles rest, and the sides of the L formed by the carrier proper prevent most effectually any jerking or turning of the stretcher when once it has been laid in the carrier. The carrier is about thirty inches long, but can be increased to any length desired. It has been found that this length is admirably suited for all purposes. To prevent the stretcher from any lateral or upward movement, two buttons with tightening screws are attached to the top of the carrier on each side. When the stretcher is laid on the carrier the screws are tightened and the stretcher is held rigid.

Two iron supports are provided, one at each end and on opposite sides of the carrier. These are lowered when it is desired either to place the stretcher on the carriage or remove it therefrom, which can be effected in a second. The carriage meanwhile remains perfectly still. When the carriage is in motion the iron supports are turned up, and lie along the respective sides of the carrier, where each rests in a small clip. The great object of this stretcher carriage has been to obtain mobility, strength, and lightness combined with efficiency and a ready and easy means of transport for sick and wounded, no matter where a patient has to be transported from. The loaded stretcher and wheeled carriage can be readily handled by one man on good roads, and by two men in rough country. The springs prevent any jar being felt by the patient on the stretcher.

(b) For the longer journeys to the Field or Stationary hospitals, the service wagon and other transport vehicles came into use, particularly the South African ox-wagon.

Fig. 6—Indian Tonga on the march. (Photo by Mr. Bowlby)

The service wagon (fig. 7) is a heavy four-wheeled vehicle, drawn by ten mules. The good construction of the wagon was amply proved by the manner in which it stood the hard wear and tear of the present campaign. It is, however, very heavy, and in comparison with its size affords very small accommodation. Two lying-down patients and six sitting is its entire capacity. Some modified patterns were in use, notably those with the Irish and Imperial Yeomanry Field Hospitals, capable of carrying four lying-down cases, the men being arranged in two tiers. Major Hale, R.A.M.C., made a very successful trek from Rhenoster to Kroonstadt with some of these, carrying twice the regulation number of lying-down cases in his wagons. Some modification in the mode of fixation is, however, necessary to increase the security of the stretchers of the upper series.

A really satisfactory wagon, combining both strength and comfort, still remains to be devised.

Fig. 7.—Service Ambulance Wagon, the six front mulesremoved. (Photo by Mr. C. S. Wallace)

During the later stages of the campaign, a very large number of patients were transported by the South African ox- or mule- (buck) wagons. Although not of prepossessing appearance, and unprovided with any sort of springs, these vehicles were far from unsatisfactory. The ox-wagon consists of a long simple platform, 19 ft. 2 in. in length, 4 ft. 6 in. in width, from the sides of which a slanting board rises over the wheels for the posterior two-thirds. These bulwarks increase the actual width to 6 ft. 6 in., which corresponds with the gross width occupied by the wheels. One third is covered by a small hood 5 ft. 6 in. in height erected on wooden stave hoops. The latter was often absent in transport wagons. The two hind wheels are large, the fore somewhat smaller. They are attached to very heavy wooden cross-beams bearing the axles, and the two beams are connected by a longitudinal bar, continuous with the düssel boom or pole. This latter bar is in two sections, the connection of which allows considerable play in the long axis and serves to break the jolts occurring when either pair of wheels passes over uneven spots on the ground. When some sacks of oats or hay were spread over the floor the wounded men travelled comparatively comfortably in these wagons, the great distance between the fore and hind wheels tending to minimise the jolting. The principal objection to them was the slow pace of the oxen, and the fact that to obtain the greatest amount of work from these animals a major part of the journey must be performed during the night. The ox-wagon carries, with comfort, four lying-down cases on stretchers, or six without stretchers; or twenty sitting-up cases.

Fig. 8.—South African Wagon, loaded with patients, and mule transport. (Photo by Mr. C. S. Wallace)

The mule- or buck-wagon, which is of the same class but smaller, can only accommodate two stretchers, four lying-down men without stretchers, or 12–14 sitting-up cases. As a rule, the wagons were loaded with recumbent cases in the centre, while more slightly wounded men sat around, and were able to give help to those lying down when needed. The wagons can be covered with canvas throughout.

The steady even pace of the oxen is a great advantage, and I was often surprised to see how well men bore transport in these wagons, who seemed utterly unfit to be moved had it not been an absolute necessity. A very large number of the wounded from Paardeberg Drift were transported to Modder River in them.

One other advantage of these wagons, the possibility of converting them into an excellent laager, is not to be underrated. Any one who saw the comfortable encampment which a naval contingent on the march made by massing the wagons with intervals covered by macintosh sheets, could at once appreciate their capabilities for a long trek.

Traction engines were, as far as I know, never employed as a means of transporting the sick. The tendency of these heavy machines to stick in the mud and to break down bridges is so well known that it hardly needs mention. Putting these disadvantages on one side, with a supply of fuel ensured, and such roads as are afforded by a civilised country, a great future is probably before this means of transport for the wounded. A large number of patients might be carried at an even pace, and the camps would be saved all the trouble and worry of the transport animals.

Trains.—In many cases in Natal, and in a few instances on the western side, the wounded men were able to be transferred from the first dressing station directly into the trains. Space will not allow me to describe any of those in use, but the accompanying illustration shows the general arrangement of the beds in Nos. 2 and 3 trains (fig. 9). The carriages were converted from ordinary bogie wagons of the Cape Government Railway stock under the supervision of Colonel Supple, R.A.M.C., P.M.O. of the Base at Cape Town. Each train was provided with accommodation for two medical officers, two nursing Sisters, orderlies, a kitchen, and a dispensary, and each carried some 120 patients. The trains were under the charge of Major Russell, R.A.M.C., and Dr. Boswell (and later other civilian medical officers) and of Captain Fleming, R.A.M.C., D.S.O., and Mr. Waters, and carried many thousand patients from all parts of the country to the Base and Station hospitals. They were most admirably worked, and seemed to offer little scope for improvement except in minor details. To them much of the success in the treatment of the wounded who had to traverse the immense distances incident to South Africa must be attributed. I made many pleasant journeys in each of them. Later, two additional trains, Nos. 4 and 5, of a similar nature, were added. Two trains, No. 1, and the Princess Christian train, which I was not fortunate enough to see, performed similar duties for Natal.