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Memorial Obituaries Moore, Tech. Sgt. Hugh F.

Memorial Obituaries Moore, Tech. Sgt. Hugh F..

Tech. Sgt. Hugh F. Moore

The remains of Technical Sergeant Hugh Francis Moore, who was missing in action for more than 70 years after his plane was shot down in World War II, will be coming home for burial with full military honors. Born in Elkton, MD, in 1908, son of the late Edward and Emma Louise Scarborough Moore, Tech. Sgt. Moore was 36 years old when his plane went down and he was killed in action.

His family is thrilled to honor his homecoming, his memory and his distinguished service to his country.

Tech. Sgt. Moore was a graduate of Kenmore High School and Goldey Business College in Wilmington, DE. He was employed at the Kenmore Paper Mill and by the Elkton Supply Company when he was inducted into the Army in July, 1942.

On April 10, 1944, Tech. Sgt. Moore and 11 other B-24D Liberator crew members took off from Texter Strip, Nazdab Air Field, New Guinea, on a mission to attack an anti-aircraft site at Hansa Bay. The aircraft was shot down by enemy anti-aircraft fire over the Madang Province, New Guinea.

Following World War II, the Army Graves Registration Service (AGRS) conducted investigations and recovered the remains of three of the missing airmen from the plane, nicknamed “Hot Garters”. In May, 1949, AGRS concluded the remaining nine crew members were unrecoverable.

In 2001, a U.S.-led team located wreckage of a B-24D that bore the tail number of this aircraft. After several surveys, the Joint POW/MIA Accounting Command (JPAC) teams excavated the site and recovered human remains, Tech. Sgt. Moore’s among them. In the ensuing years, military officials used forensic testing to identify his remains.

One of nine children, he preceded his eight siblings in death: Charles Stanley Moore, Mary Louise Moore, Jane Wilamina Moore Warrington, William Joseph Moore, Walter Scarborough Moore, John Harvey Moore, Emma Letitia Moore Worrilow, and Albert Vernon Moore.

Tech. Sgt. Moore is memorialized in the Tablets of the Missing in the Manila American Cemetery, Manila, Philippines. It is anticipated he will be memorialized in a forthcoming group burial at Arlington National Cemetery for all crew members on his plane.

His parents placed a memorial marker in the Cherry Hill Methodist Cemetery after he was declared “missing in action” by the U.S. Army Air Forces. He will be buried on Veterans Day in the plot the stone has marked for nearly 70 years.

Funeral service will be held at 11 a.m., Tuesday, November 11, 2014, at Hicks Home for Funerals, 103 W. Stockton St., Elkton, MD, where visitation will begin at 10 a.m. Interment with full military honors will follow the service in Cherry Hill Methodist Cemetery, Cherry Hill, MD.

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Cecil County Airman Hugh Moore To Be Returned to Family and Buried With Full Military Honors

Press Release:  Department of Defense:  Prisoner of War/Missing Personnel Office, October 31, 2014

The Department of Defense POW/Missing Personnel Office announced today that the remains of U.S. servicemen, missing in action from World War II, have been accounted for and are being returned to their families for burial with full military honors.

Army Air Forces 1st Lts. William D. Bernier, 28, of Augusta, Mont., Bryant E. Poulsen, 22, of Salt Lake City, Utah, and Herbert V. Young Jr., 23, of Clarkdale, Ariz., and Tech Sgts. Charles L. Johnston, 20, of Pittsburgh, Penn., and Hugh F. Moore, 36, of Elkton, Md., Staff Sgt. John E. Copeland, 21, of Dearing, Kan., and Sgt. Charles A. Gardner, 32, of San Francisco, Calif., have been accounted for and will be buried with full military honors. Bernier will be buried on Sept. 19 in his hometown, and the other service members will be buried at a dates and locations still to be determined.

On April 10, 1944, Bernier, along with 11 other B-24D Liberator crew members took off from Texter Strip, Nazdab Air Field, New Guinea, on a mission to attack an anti-aircraft site at Hansa Bay. The aircraft was shot down by enemy anti-aircraft fire over the Madang Province, New Guinea. Four of the crewmen were able to parachute from the aircraft, but were reported to have died in captivity.

Following World War II, the Army Graves Registration Service (AGRS) conducted investigations and recovered the remains of three of the missing airmen. In May 1949, AGRS concluded the remaining nine crew members were unrecoverable.

In 2001, a U.S.-led team located wreckage of a B-24D that bore the tail number of this aircraft. After several surveys, the Joint POW/MIA Accounting Command (JPAC) teams excavated the site and recovered human remains and non-biological material evidence.

To identify Moore’s remains, scientists from JPAC and the Armed Forces DNA Identification Laboratory (AFDIL) used circumstantial evidence and forensic identification tools, including, mitochondrial DNA, which matched Moore’s nieces and grand-niece..

For additional information on the Defense Department’s mission to account for missing Americans, visit the DPMO website at www.dtic.mil/dpmo or call (703) 699-1169.

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On Borrowed Time: Solving a Cecil County Genealogical Mystery

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The pocket watch engineer George Askew carried on the fatal run between Baltimore and Philadelphia. (Source: Lance McPherson)

ELKTON—On a cold, grey February day a few years ago, Lance McPherson, a special agent for the federal government, called to ask for help solving a family history mystery associated with an old, inoperable pocket watch in his custody. On this trip, he sought to uncover information about the curious timepiece, its hands frozen in time at 8:35.

However, the odd relic had nothing to do with his job. It was a family heirloom belonging to his great-grandfather, George Benjamin Askew, an engineer on the Philadelphia, Wilmington, and Baltimore Railroad. The watch was a central part of a genealogical mystery that he was trying to solve. Family lore carried down through generations had it that Askew died in a railroad accident in Elkton.

This 105-year-old story was what caused the investigator with the Office of Personnel Management to become the family history detective, seeking out the circumstances and facts surrounding his relative’s death and the curious object that had been handed down from relative to relative.

McPherson noted that he tended to be the family historian over the years and wound up with many family documents. Once he decided to begin the search for the bits and pieces, he began by examining an autobiography written by his grandmother. Only 12 years old at the time of the accident, she wrote, “Oh’ what sadness hovered over our once happy home.” She also notes that the engineer’s body was recovered the day before his birthday, nine months and nine days after he fell into the icy water of Big Elk Creek.

Having the basics from this document, McPherson searched online genealogical databases, which gave him census registers and other digital evidence. That examination produced the framework, but he wanted to color in the details, which would take some old-fashioned investigative work.

With the date and location of the accident in hand and still seeking to piece together the chain of events, we turned to some other sources for help. Aging old newspapers contained clues, as the weeklies headlined the story about the railroader’s “odd death.” These publications are often a treasure trove of information for anyone doing genealogical research. As doors continued opening, we located the coroner’s inquest report. He used that detailed insight to do some fieldwork, observing and surveying the natural environment along the creek where bridge abutments from the railroad remain in the area where the body was recovered.

Here is the story of these additional documents and the family history told. Before the sun came up on the Chesapeake Bay on Saturday, Jan. 3, 1903, 38-year-old engineer Askew eased extra freight No. 161 out of the Baltimore rail yard for a routine early morning run to Philadelphia, one that he made many times during his 18 years on the rails. Up for a promotion to an engineer on prestigious passenger runs in a few days, he surely thought this would be a piece of cake as he looked forward to returning home to his wife and five children. The new position would mean shorter runs and more money.

Rumbling northward over the Susquehanna, nothing marred the run. However, as he approached Elkton at about 8:43 a.m., the train whistle screeching for the station and crossings, a valve acted up. As the locomotive rushed toward the Big Elk Creek, he reached out beyond the cab to assess the problem. Suddenly, his head struck one of the girders of the narrow bridge, violently throwing him from the train.

Seeing him whirling out of the cab, the train’s fireman brought the train to a hurried stop. The crew rushed back to the bridge, but all they found was his blood-stained cap and a raging torrent of a creek. Unable to find Askew, they backed to Elkton to get aid. Help rushed to the spot, and before too long, a large crew of railroaders and townspeople were dredging the stream. A heavy overnight storm flooded the area, so the water was raging, and searchers were unable to find the body. Finally, the railroad company offered a $50 reward for the body’s recovery.

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Railroad Engineer George Askew. (Source: Lance McPherson)

While the family grieved, winter slipped by, giving way to summer, but still, the beloved father’s body remained unfound. In October, a waterman gathering driftwood noticed a corpse in the brush a mile below the tracks. He immediately thought the body was that of the long-missing railroader. His identity, though obvious by the crushing injury to his head, was clearly established by finding Askew’s watch, keys, and lodge book in his clothing, the Cecil Whig reported.

Through his family history detective’s work, McPherson notes that he had “an interesting revelation.” The news account in the local newspaper indicated that the accident occurred “around the time the railroad watch stopped at 8:35. The revelation came when “I realized that I had that watch in my possession. No one ever noted that it was his watch or that it had spent nine months and nine days underwater with him,” McPherson said.

In wrapping up this case, however, he noted that “the watch and identity are now back together after 105 years.”

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Steamer Carmania Served Elkton in 1916

In the early years of the 20th century, steam boating days on the Chesapeake Bay started slipping slowly away.  But in the summer of 1916, Elkton obtained renewed service, as the Philadelphia and Baltimore Steamboat Company (Ericsson Line) launched a new line with connections to Baltimore.

Leading up to the return of a regular schedule on July 1, several arrangements were taken care of. The company bought an attractive steamer, the Carmania, in Mobile, Alabama, to ply the route and leased Jeffers’ Wharf at the foot of Bridge Street.  Last-minute preparations involved cutting a basin near the mill wharf, allowing the boat to turn for the trip back down the winding Big Elk Creek.

Throughout that hot summer before World War I, the Carmania called at Elkton’s tiny port on the Creek.  It departed each morning for Betterton, Chesapeake Haven, and Town Point and returned in the afternoon.  Passengers desiring to go to Baltimore could connect with the Philadelphia boat at Betterton.

There were special evening excursions too.   On a sweltering Wednesday evening in July, she ran a special moonlight cruise, taking people down the river to relieve the intense heat that made the evening uncomfortable.  The Elkton Cornet Band furnished music on the expedition to Town Point.

The boat completed the season for 1916.   It is unclear if some service returned in 1917, but in 1918, a government report noted that line had been abandoned.

Click here to see additional photos — Steam boating Days on the Big Elk Creek

Steamer Carmania Big Elk Creek Elkton
The Steamer Carmania. An unmailed postcard from 1916. (source: personal collection

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Insurance Survey Maps From Philadelphia Free LIbrary Show Details on Many of Cecil County’s 19th Century Mills

While digging up some historical records on a property in Cecil County, I discovered a large body of helpful online maps published by the Philadelphia Free Library. This urban institution has substantial online collections, including a large holding of maps.

The resources that helped with my investigation was the Hexamer General Survey collection. Between 1866 and 1895, Ernest Hexamer sketched out detailed plates on nearly 3,000 industrial and commercial properties in the Greater Philadelphia area, including Delaware and Cecil County. These meticulous illustrations included breweries, textile mills, printers, car works, dye and chemical plants, planning mills, and much more.  The renderings were created for fire insurance underwriters and are similar to the Sanborn Maps, which are available for many Delmarva communities.

Hexamer was a German immigrant, according to the blog, Hexamer Redux. “He began his career creating insurance maps in New York City.  In 1856, he moved to Philadelphia and established the fire insurance map business in the city.”

For researchers there are a number of fascinating local industrial plates, depicting the larger mills and industrial facilities. A highly detailed plate shows the landscape of the McCullough Iron Works in North East, and includes descriptive information about fire protection. Other companies include the Providence Mills owned by William H. Flitcraft & Company and William Singerly; The Shannon or Stone Chase Mill; the Octoraro Mill; West Amwell Mills and more. Several of the larger manufacturers have products that were updated periodically.

In addition to floor plans similar to architectural drawings lots of additional details are provided. There are notes about the construction, fire protection, occupancy, and other elements of interest to an insurance carrier.  Many include perspective sketches of the actual building, which is great.

This will be a valuable resource for many Cecil County researchers. In the age before electrification the county’s creeks provided the source of energy and there were many mills situated on the banks of the streams.

Thank you Philadelphia Free Library for making this excellent resource available digitally.

The Childs Paper Mill, 1880, from the Hexamere Map Collection. Source: Philadelphia Free Library
The Childs Paper Mill, 1880, from the Hexamere Map Collection. Source: Philadelphia Free Library

 

Providence Paper Mill, 1890, Hexamer Map. Source: Philadelphia Free Library
Providence Paper Mill, 1890, Hexamer Map. Source: Philadelphia Free Library

North East Mill, 1876. Source: Philadelphia Free LIbrary
North East Mill, 1876. Source: Philadelphia Free LIbrary

 

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President Taft Speaks to Crowd From Porch of Howard Hotel in Elkton

In the middle of a heated four-way presidential contest, a special train screeched to a stop at the Elkton station one Saturday in May 1912. On-board for a quick whistle-stop tour of Maryland was President William H. Taft.

When he arrived at 11:45 a.m., he was met at the station by a committee with automobiles and was quickly whisked to the Howard Hotel for a quarter-of-an-hour reception.  Promptly at 12:00 p.m., the Chief Executive was introduced by William T. Warburton and for three-quarters of an hour, he spoke about the issues of the day.  Houses, stores, and officers were decorated in his honor, and the Cecil County News reported that a crowd of about 2,000 listened to the speech.

President Taft was then hurried back to the station, returning to the President’s car for a brief rest, the special leaving for Aberdeen as soon as the tracks were clear.

President Taft Howard Hotel
President William Howard Taft spoke from the porch of the Howard Hotel in May 1912. (source: personal collection.)
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Adding Cecil Kirk, a County Lawman, to the Sheriff’s Wall

Sheriff Cecil Kirk
Sheriff Cecil Kirk

When Benny Kirk visited the Sheriff’s Office in Elkton a few years ago, he paused to look over a series of photographs hanging on the wall. These weren’t mug shots from recent arrests or some of the most wanted criminals that caught his attention. They were aging images of men who served the county as its chief law enforcement officer over time. A bunch of them were there, all except one. It was his great-grandfather Cecil Kirk, who was elected to the position in 1905.

Having noticed the gap, Benny was on a mission to supply a photo of his relative so he contacted another family member, Sally McKee. As a genealogist and volunteer with the county historical society, the Rising Sun resident is a wealth of information and she helped out. Not only did the family historian have photos and documents, but also the appointing commission. Once the image was copied, Sheriff Barry Janney added this long ago public servant to the “Sheriff’s Wall.

As a candidate with Cecil’s minority Republican Party, the popular farmer was elected to public office three times. Before his criminal justice stint, he served as a delegate in the legislature and after doing time at the jail, he took on the responsibilities of the Clerk of the Court.

It was a Friday in December 1905 that the Principio area farmer moved to Elkton with his wife, Alice, and an infant, settling into the commodious apartment the county provided for its chief lawman. It was on the second floor of the jail. This old lockup built for chicken and horse thieves, drunkards, unruly types, cold-blooded murderers, and evildoers was going to be home for this young family.

Curtis Davis Kirk, Benny’s father, was just over one year old when the family started living with criminals and undesirable types of all classes. The next spring (1906) Sally’s mother Anna May was born in the lockup. Some years after the family returned to farming, Anna May walked into Colora school one morning dressed in blue. “Oh we have a little bluebird,” someone remarked. “No I’m a jailbird,” her mother uncharacteristically responded, Sally recently recalled. Another child, Cecil Dare, was born after the lawman finished his term.

To take care of his many duties, including enforcing the law, keeping criminals behind bars, and serving the courts, he had one deputy. Myron Miller filled that roll, the Rising Sun newspaper, the Midland Journal, reported. By-the-way, the paper also noted that he was the first sheriff from the Rising Sun area since 1857. That around-the-clock responsibility was a lot for two men in a county of 25,000 people for they would often have 20 criminals behind bars.

These jobs were usually family affairs, in those days. While the sheriff and his deputy took care of law enforcement activities, the responsibility for looking after the jail in those days often fell to the wife, when the men were away.  She was often helped by a trusted prison, a trusty.  And Alice, his wife, probably cooked two meals a day for this gang of jailbirds.

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The sheriff investigates the murder of Captain Joseph Hilton on his sloop, “Golden Light,” in the Elk River. Thomas R. Witcraft was arrested for the crime. source: Cecil Democrat, January 12, 1907

During his first two-year term, dangerous police work was sometime required. Five days after taking on the job, he got a Sunday evening call to rush to Chesapeake City as a disturbance was going on. He brought his man back to Elkton, to appear before a magistrate the next day. The next month, the officer got a Sunday night call to rush to Cowentown to help a Pinkerton Detective and Railroad Officer capture a forger.

In 1907, he received an urgent telegram from Baltimore advising that a gang of armed desperadoes had practically taken charge of a northbound P. B. & W. freight train. A conductor managed to throw off a note at a signal tower, alerting the operator to flash a message to Elkton, the Midland Journal reported. As he hastily rounded up and swore in a posse, a dozen citizens, to help, another urgent telegram arrived, this one from Perryville. The gang shot and robbed two hobos, forcing them to jump from the moving cars.

When the freight stopped for a signal at the Elkton tower, the robbers took flight as they were outnumbered and outgunned by revolvers and shotguns. With shots ringing out the sheriff’s posse captured all of them,, lodging the dangerous types in the county pen.

The 75-year-old Cecil County political leader, lawman, and successful farmer passed away in 1944. Cecil Kirk was survived by his wife, Alice, one daughters Mrs. Paul McKee (Sally’s mother) and two sons Curtis (Benny’s father), and Cecil Jr. of Colora. He was buried in Hopewell Cemetery. Now thanks to the efforts of the family, his photo has been added to the Sheriff’s wall at the agency’s Elkton headquarters.

sheriff cecil kirk cecil county
The Commission for Sheriff Cecil Kirk.

Benny Kirk
Benny Kirk arranged to have the sheriff added to the sheriff’s wall.

Sally McKee examines the sheriff's commission.
Sally McKee examines the sheriff’s commission.

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Rising Sun Historic Preservation Commission Hosts Civil War Weekend, Oct 3 – 5, 2014

fort delaware 138arFrom the Rising Sun Historic Preservation Commission

Announcing the Annual Rising Sun Civil War Re-enactment brought to you by the Rising Sun Historic Preservation Commission.

The re-enactment this year runs Friday, October 3rd to the Sunday, October 5th.  The Friday session is reserved for local school students, with over 500 registered to attend this year.

The public hours are as follows:

Saturday:
11am to 4pm – Camp open to the public.  Battle re-enactment is scheduled for 2pm.
7pm to 11pm – Dance with period attire and music.  The public is invited to attend.

Sunday:
9am to 3pm – Camp open to the public.
9am – Ceremony in the cemetery adjacent to the park with a Church service to follow.
1pm – Battle re-enactment
3pm – Break Camp and Clean-up

Location:  Veterans Community Park of Rising Sun

Click here for more details

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An Old House Research Question: When did the Pennsylvania Railroad Move the Dwellings

elkton jail railroad tracks
The original tracks ran alongside the old Cecil County Jail around 1912 (personal collection)

Over time, physical changes occur to a community’s built environment. Most are subtle like when a backhoe goes to work digging up a new foundation, or a bulldozer extends a street so a small parcel of land can be subdivided into building lots. But as decades pass, more radical transformations occasionally materialize, many of which leave behind no hint of earlier times.

Between the two World Wars, one of those epic alterations occurred in Elkton’s center as the Pennsylvania Railroad electrified the northeast corridor and improved its right-of-way. The significant local enhancements included moving the tracks nearly a quarter of a mile to the north, eliminating dangerous grade crossings, constructing two overhead bridges, the extension of municipal streets, and the erection of a new passenger station.

Once the engineers developed plans to straighten the tracks, the company purchased a great deal of land. In between wrangling for a deal with individual property owners, the PRR negotiated with the town council and the State Highway Administration to get an agreement to eliminate several busy grade crossings and build elevated bridges at North and Bridge streets.

As the plan moved forward, this design disrupted long-established street patterns in the older section of town and reoriented growth toward Elkton Heights, a new development on the edge of the county seat. In the area of North Street, the realignment of the roadway required the Company to acquire a number of residences on either side of the street.  Around August 1931, the PRR sold nine of those recently acquired buildings to local parties, ranging from $300 to $500.  The company had paid as much as $10,000 for some of them, the Cecil Democrat reported.

Several of the houses had been lifted from their foundations in August 1931, and were “being moved intact to what is known as Elkton Heights, about seven hundred feet further north,” the Cecil Democrat reported.  The balance would soon follow, as the new owners had agreed to promptly remove the dwellings.  Two had been bought by John Lawrence of Newark, and one each by Argus F. Robinson, John W. Alexander. W. Holt McAllister, George P. Whitaker, Cecil P. Sentman, Thomas W. Simpers, Taylor W. McKenney, and Robert V. Creswell.  George Moore of Newark and Woodall & Son of Elkton handled the moving contract, the Cecil County News noted.

The work was hastily accomplished as the contractors on this major Great Depression-era public works project anxiously wanted to get the long-delayed project moving. When it was over about 1935, the Pennsylvania Railroad had completed improvements amounting to over $ 1 million locally, not including electrification. Beyond that, street patterns familiar to a generation of people had been altered.  And homes that once lined North Street had been moved to the newest development, Elkton Heights.  Today they continue to line some of the attractive streets in this subdivision, appearing as if they have been there from the first.  There are few traces of the pre-electrification era in Elkton.

elkton sanborn 1931
Part of a 1931 Sanborn map showing the new concrete bridge. (Library of Congress).
pennsylvania railroad improvements elkton
Pennsylvania Railroad plan for improvements in Elkton, 1930. Source: Hagley Museum and Library