26634 Driver William (Robert) Moore, Royal Engineers

Lieutenant Colonel Edward De Santis, MSCE, PE, MInstRE
Ó 2020. All Rights Reserved.

Figure 1. 26634 Driver William (Robert) Moore, R.E.
(Photograph courtesy of Mr. Charles Wakefield, Norwich, Norfolk)

This is an account of the life of a young man who served in the Royal Engineers during the Great War of 1914-1918. His service was not unlike that of millions of other men who served in the British Army during that war. On the other hand his story is unique in a way that the reader will better understand while reading this account. I have tried to give as accurate an account as possible of Moore’s early life and military service. Like many research projects of this type the narrative cannot be absolutely complete, nor can I be completely certain that it is accurate in every detail. The information concerning Moore’s early life was supplied by friends and relatives (see Annex B). Their assistance was invaluable in providing a great deal of heretofore unrecorded information. As Moore’s military service record was not available from the National Archives or the Army Record Centre, the details of his service were compiled from records, both official and unofficial, of the units in which he served.

I found the writing of this biography to be extremely interesting from two viewpoints. First, of course, is the telling of his life story. Secondly, was the amount of knowledge that I personally gained from a study of the Great War in the Macedonian theater of operations. When one thinks of this war, immediately visions of France and Flanders come to mind. If pressed harder, one might mention Gallipoli, Italy, or East and West Africa. Of course T.E. Lawrence’s exploits will make one think of Egypt and Palestine as well. But Macedonia? Salonika? Serbia? Bulgaria? There are not many people today, except for historians, who will ever recall that the battlefields of the Great War extended to those areas of the world. My efforts in this narrative are centered on Driver Moore and the 100^th Field Company, Royal Engineers, the 22^nd Infantry Division and the British XII Corps. I have tried to give the reader a little bit of what it must have been like for him and his unit as they moved through extremes of heat and cold in the mountains and valleys of this out-of-the-way theater of the war.

The principal references used in the preparation of this narrative were from a number of sources. They include personal reminiscences, census records, official records and registries in the United Kingdom, medal rolls, family trees and books dealing with the campaigns of the Great War. All sources are contained in the REFERENCE section at the end of the narrative and are cited throughout in the ENDNOTES. Every effort has been made to accurately portray the life and military service of Driver Moore.

2. EARLY LIFE AND FAMILY INFORMATION

Robert Moore’s (see Endnote 1) great grandparents were Arthur Moore (1777-1856) of Runham, Norfolk and Mary Moore, née Warrant (1781-1851). Arthur Moore had five brothers and five sisters, but he and Mary had only one child, Nathaniel Moore (1819-1903).

Nathaniel Moore (Robert’s grandfather) was born in Rollesby, Norwich, Norfolk. He married Penina Wolton (1820-1843) in April of 1842, but sadly Penina died the year after their marriage. In October of 1846 Nathaniel married Dinah Elizabeth Pye (1819-1894) in Norwich. Nathaniel and Dinah had four sons and three daughters: Mary Ann (1849-?), James (1855-?), John (1858-?), William Henry (1861-1932), Mark (1864-?), Ellen (1868-?) and Annie (1870-?).

Figure 2. Nathaniel Moore, Grandfather of Robert Moore.
(Photograph courtesy of the Moore family tree)

William Henry Moore (Robert’s father) was born in Norwich in August of 1861. William was a Bricklayer’s Labourer. He married Charlotte Davidson (1862-1941) in Norwich on the 18^th of June 1883. William and Charlotte had four sons and seven daughters: Charlotte (1883-?), Mary Ann (1885-?), Flora May (1887-1891), Ann Elizabeth (1890-?), Harry (1893-?), William Henry (1893-1912), Robert (1895-1918), Mark (1898-1974), and Flora May (1900-1985). NOTE: William Henry Moore’s birth and death dates are shown in the family tree as 1893 and 1918, respectively. The author thinks that these years are incorrect. Robert’s dates also are incorrect. The correct dates will be explained below.

Robert Moore was born on the 11^th of July 1895 at Westwick Street, Norwich, Norfolk.[3] Both the original birth certificate and the certified copy (BXA 709103) show this as the date of birth. The certified copy shows that his parents were William Moore, a bricklayer’s labourer employed by the Norwich Corporation, and Charlotte Moore (formerly Davison or Davidson).[4]

Figure 3. Original Birth Certificate of Robert Moore.
(Image from the author’s collection)

At the time of Robert’s birth the Moores resided at 5 Rosemary Lane, St. Mary’s Plain, Norwich.[5] The 1901 Census of England and Wales shows the following people in the Moore household.

Census Place: 5 Rose Mary Lane, St. Mary’s Norwich.⁽¹⁾
Name and Surname of each Person	Relation	Marital Status	Age	Profession or Occupation	Birthplace
William Moore	Head	Married	39	Bricklayers Labourer	Norwich
Charlotte Moore	Wife	Married	39		Norwich
Charlotte Moore	Daughter	Single	19	?-Packer	Norwich
Mary (Ann) Moore⁽²⁾	Daughter	Single	16		Norwich
Annie (Elizabeth) Moore⁽²⁾⁽³⁾	Daughter		11		Norwich
Harry Moore	Son		8		Norwich
Robert Moore	Son		5		Norwich
Mark Moore	Son		3		Norwich
Flora (May) Moore⁽²⁾⁽⁴⁾	Daughter		8 mos		Norwich

The 1911 Census of England and Wales shows the following people in the Moore household.

Census Place: 7 Rosemary Lane, St. Mary’s Plain, Norwich, Norfolk.⁽¹⁾
Name and Surname of each Person	Relation	Marital Status	Age	Profession or Occupation	Birthplace
William Moore	Head	Married	48	General Labourer, Water Works	Norwich, Norfolk
Charlotte Moore	Wife	Married	49		Norwich,
William Henry Moore⁽²⁾	Son	Single	18	Colman’s Mustard Works	Norfolk
Robert Moore	Son		16	Confectionary Works	Norwich,
Mark Moore	Son		13	School	Norfolk
Florrie Moore⁽³⁾	Daughter		11		Norwich,
Maude (Ethel) Moore⁽⁴⁾	Daughter		8		Norfolk
Rose Moore⁽⁵⁾	Daughter		4		Norwich,

William Henry was the Moore’s oldest son. He was born on the 3^rd of December 1892 and as a young man he worked as a starch works labour and in the Colman Mustard Works[6] in Norwich. William died prematurely on the 9^th of May 1912 at Norfolk and Norwich Hospital of phthisis pyo pneumo thorax, the technical medical term for tuberculosis. He was 19 years of age at the time of his death. His death certificate (DA 748959) shows William’s residence as 7 Rosemary Lane, Norwich. It would appear, therefore, that sometime between 1895 and 1912 the Moores moved to the house next door to the one that they were living in at the time that Robert was born.[7] William’s early death was to play an important role in Robert’s life as will be seen further on in this narrative.

Mark, the Moore’s sixth child and youngest son, was born on the 20^th of February 1899 in Norwich. According to his childhood friend, Mr. H.W. Robinson, Mark joined the Royal Navy in about 1916[8] and served throughout the Great War. Mr. Robinson recalls that Mark died about 1976.[9] Mark had served aboard HMS Vivid I and HMS Erin. According to his record of Seaman’s Service (ADM/188/776) Mark served from the 9^th of January 1917 to the 9^th of March 1919 and was present in one naval engagement in 1917.

Robert Moore attended Quayside Elementary School in Norwich. He was a very active boy and engaged in a number of sports and diversions including swimming, football, fishing and pigeon flying. Apparently he was a lad who was full of bravado. Mr. H.W. Robinson and Mark Moore were very close pals in 1914 when they both were 15 years old. Although Robert was four years older, Mr. Robinson remembered “Billy,” or “Rort” as he sometimes was called, as a young man who was full of mischief. He recalled how on one occasion Robert dove from the flushes of a mill, fully clothed, and swam across a river, simply because someone had dared him to do it. It is interesting to note the Mr. Robinson’s recollection of Robert’s nickname was “Billy.” The reader will recall that William Moore had died in 1912, yet his brother Robert was known as “Billy.”[10]

As a young man Robert lived with his family in Norwich where he was first employed in a local boot factory. He left this job, and prior to his enlistment in the Army, Robert worked as a pipe fitter’s mate at the Norwich Water Works. The exact date of Robert’s enlistment in the Army is not known as his military service records were destroyed in 1940 by the German bombings of London.[11] One thing is known for certain however is that he used his brother William’s name when he enlisted.

Some military documents which are available show his name as William Moore while others give his name as William Robert Moore. The question remains as to why he chose to use his brother’s name, and presumably his birth certificate, when he enlisted. At the time that the Great War began Robert was 19 years old. Since he was of legal age (the minimum age being 18) he would have had no reason to lie about his age. On the other hand, had he joined the Army some years before the outbreak of the war he would have had to present documentation to show that he was older than he really was. Since William was two and a half years older than Robert, his dead brother’s name and birth certificate would have served his purpose very well. While it is not possible to positively determine what he did and why he did it, there is little doubt that Robert enlisted under an assumed name. His highly spirited nature and thirst for adventure, in addition to the overcrowded and less than comfortable economic conditions at home, may explain why he chose to serve as a soldier at a very early age. Of course patriotism and honoring his dead brother may also be factors in his decision.

Figure 7. Robert Moore (right) and a Friend Prior to Robert’s Enlistment in 1914.
(Photograph courtesy of Mr. Charles Hatfield, Norwich, Norfolk)

Robert Moore enlisted in the Army in his home town of Norwich. With the civil trade of pipe fitter his enlistment would have been eagerly sought after by the Royal Engineers. It is assumed, as indicated previously, that he enlisted in a Territorial Force unit sometime prior to the outbreak of war in 1914.

On the 11^th of November 1914 the 100^th Field Company, Royal Engineers was formed at Chatham, Kent. Robert was posted to this company as a Driver (Regimental Number 26634). It is somewhat unusual that with the skills of a pipe fitter he would have been posted as a Driver rather than a Sapper. However, this seems to have been the case and it may have resulted from training that he received or proficiency that he exhibited during his period of recruit training.

The 100^th Field Company started life as part of Kitchener’s Fourth New Army, K4, and initially was part of the 31^st Division. In February of 1915 the company was transferred to the 22^nd Division of the Third New Army, K3.

On the 4^th of August 1914 war had been declared between England and Germany and their allies. Two days later Parliament sanctioned an increase of 500,000 men to the Army, and in a letter to the nation on the 7^th of August Lord Kitchener appealed for the immediate enrollment of the first 100,000 men. The ready response to this appeal soon supplied more than sufficient men for six divisions of the First New Army, eventually numbered 9 to 14. New battalions of infantry continued to be raised to absorb as far as possible the stream of recruits, and on the 11^th of September the formation of six additional divisions of the Second New Army – numbered 15 to 20 – was authorized. This tremendous flow of manpower continued until it was possible to from six additional divisions (numbered 21 to 26) to form the Third New Army. Thus the 22^ndDivision came into existence late in the year 1914. The units of the 22^nd Division were raised at various locations throughout England. In November of 1914 the infantry battalions began assembling at Seaford in East Sussex, moving to Eastbourne in December.

On the 11^th of December 1914 Driver Moore embarked for France with his company, well in advance of the remainder of the 22^nd Division. Upon its arrival in France the 100^th Field Company entrained for its first trip from the port at Boulogne, inland to its first camp. Moore had a bumpy passage in an old railway freight car designed to carry eight horses or 40 men.[12] It was not a pleasant experience, but as it was his first trip in transport of this sort he really had nothing to grouse about. Later on he was to try it in a blizzard and was to learn what a most unpleasant performance that kind of ride really could be.

The trip was started in the early morning and Moore was in good spirits. But the train bumped on and on – at its leisurely crawl, and he got hungrier and hungrier, seeming to be getting no nearer to his destination. In the late afternoon there was an extra bump, and much noise in French – as the train came to a stop. Moore gathered that it was a halt for a stretch, tea and refreshment.

It was on occasions like this that the Sappers, or dismounted men, as apart from his mounted companions (Drivers) got the pull.[13] As the Sappers fell in on the platform with mess tins for a meal, Moore and the other Drivers were collected at the far end for the purpose of executing their duty of watering and feeding the animals, probably horse and mules.

As he had to water by bucket from a single tap it took a little while to accomplish these tasks. Moore gave many envious glances down the platform at the Sappers who were making an excellent meal at the far end of the train. However, all things, good and bad, come to an end, and Moore and the other Drivers fell in at last, their jobs done, and were dismissed to pick up what was left in the way of a meal. The gathered around the dixies, but apparently the Sappers, as was their custom, had finished most of the food and drink. While the Drivers had the advantage, most of the time, of riding rather than walking, it was at times like this that the Sappers gained the upper hand.

Their rest over, the men of the company once again boarded the train to proceed to their camp in the Loos sector. At the camp Driver Moore worked on building cantonments which were to be occupied by the remainder of his division upon its arrival; hence, the reason for the Royal Engineers to deploy prior to the remainder of the units.

While Moore was in France working in preparation for the remainder of the division’s arrival, the infantry battalions moved back to Seaford where they remained during March and April of 1915. In May and June the infantry moved to Aldershot where they completed their training. The 22^nd Division then embarked for France, landing at Boulogne on the 5^th of September 1915.[14]

Immediately upon its arrival in France the division was assigned to XII Corps and was sent to the Loos sector. Here the division’s three Royal Engineers field companies (99^th, 100^thand 127^th) under the command of the Commander Royal Engineers (C.R.E.) Lieutenant Colonel J.A. Tanner, R.E.[15] were assembled together with the remainder of the divisional units. The division was positioned on the Somme uplands south of the French Tenth Army. It was located to support a planned French attack, and was alerted to be ready to move forward at once to cooperate with the French troops in the event of an enemy retirement. This period was one of strenuous preparation for the offensive in conjunction with the French, who were planning an attack in Artois from Arras on the Vimy Ridge, and also a great offensive in Champagne. The coming battle was to be the largest operation yet undertaken by the British Armies, and every possible effort was made to create the best chances of success.

Along with the 22^nd Division, twelve other divisions of the New Army had been sent to France. With these large reinforcement the veteran divisions of the British Expeditionary Force (BEF) could be relieved and prepared for the coming battle. Although the original divisions of the BEF had long since used up nearly all their regulars and reservists, there were, with the returned wounded, enough remaining to preserve something of the traditions of the units; and the new forces arriving, such as Moore’s unit, consisted of the finest volunteer contingents who lacked nothing but experience and training. The new engineer companies, including the 100^th Field Company, were largely composed of groups of men from the same factories or works. They possessed the necessary trades and skills and the will to work, but the handiness of trained Sappers required more time and training to achieve.

The Battle of Loos began on the 25^th of September 1915 and lasted until the 5^th of October. Driver Moore did not participate directly in the battle since is division, and in fact the entire XII Corps, was kept in reserve during this period. Following the battle the 22^nd Division was ordered, on the 25^th of October, to proceed south from Amiens to Marseilles, in preparation for embarkation for Salonika.

After a long journey of two and a half days across France, the train carrying Driver Moore and his company plunged into a series of tunnels from which it emerged right alongside the docks of Marseilles. The first sight of the town was not encouraging. All that Moore could see was the long wharfs lying in row after row, with dingy warehouses upon them at regular intervals. The whole place was a scene of activity. As Moore detrained he was jostled by Frenchmen, black colonial soldiers from Senegal, and all the other various tribes that formed part of the French Colonial labour corps. Everywhere he looked he saw bales and bundles of goods, crates full of chickens or cabbages, and heaps of refuse. The company formed up and left this scene of confusion almost immediately, marching to their camp at La Valentine, a suburb about six miles from the center of the town.

Despite his rather unimpressive first impression of Marseilles, Moore felt fortunate to be able to see a little of the town before being hurried away on board a troopship. Touring the town of nearly a million inhabitants, Moore went to its center to see the Vieux Port (Old Harbour). From there he traveled the main street – Rue Cannebiere – running up a gentle slope to the north. On the Rue Cannebiere he saw some of the town’s best shops, and the trams that radiated to all the various suburbs. The street itself was very wide, with four tram lines and splendid broad sidewalks. He saw one of the most interesting parts of the town by walking down the western side of the Vieux Port. There were fortifications, made at the time when Nelson was blockading Toulon, twenty miles to the east. There too was the enormous Byzantine Cathedral.

Figure 8. The Entrance to the Old Harbour at Marseilles.
(Photograph from the author’s collection)

Looking at the surrounding country Moore could see a ring of stony hills, covered with fir trees and scrub, which cut the town off from the harbour. In the bay he saw the famous island of Monte Cristo, from which a prisoner once escaped by exchanging places with a dead body in a sack. The sack was thrown into the sea and the man cut himself free with a knife and then swam to the mainland.

Towards the end of October of 1915 the 22^nd Division began making preparations to sail to Salonika. It was back to work for Driver Moore, his sight-seeing days in Marseilles now over. In early November he left the French port, hoping that on his way back to “Blighty” his luck would take him back that way for another visit.

On the 6^th of October 1915 the Germans and Austrians opened their offensive in the Balkans and invaded Serbia from the north. By the 8^th of October they had crossed the Danube and on the 9th entered Belgrade. Their advance up the Morava valley, in spite of brave resistance by the Serbs, proceeded irresistibly. While the Germans advanced southward the Bulgars were to attack from the east, and in particular they were to penetrate into the Vardar valley at Veles (Koprulu) and Skolpje (Uskub), thus blocking the escape route of the Serbians through this defile into Greece. King Constantine of Greece was determined to keep his country neutral with an inclination to benevolence towards the Central Powers, so he declined to take any action to delay the Bulgarian attack. On the 14th of October the Bulgars, without declaring war, advanced into Serbia, and by the 24^th had reached Veles in the Vardar valley.

After heated Anglo-French discussions, orders were issued in late September for the British 10^th Division and the French 156^th Division at Gallipoli to embark for Salonika, and for other British and French divisions to sail from France. General Sarrail was appointed to command the French Armee d'Orient, and Lieutenant General Sir Bryan Mahon the British Salonika Army, with instructions to help the French to defend Salonika and its harbour. General Sarrail's intention, however, was to dash with such force as he could collect up the Vardar valley to help the retreating Serbs and to hold off the Bulgar attack on their flank.

The embarkations at Mudros and Marseilles were hasty improvisations; the disembarkations at Salonika were chaotic. There had been no time for planning, transport was woefully short and the Greek railway officials obstructive. The troops were short of supplies, and some men were without overcoats. The units were separated from their transport, which arrived some time later and when it did was quite unsuitable for the roadless country. The force had only 350 lorries.

The 10th Division had disembarked by the 17th of October and was followed by the 22^nd Division on the 26^th of November, the 28^th and 27^th Divisions in December and January respectively, and the 7^th Mounted Brigade (with a Royal Engineer Field Troop) in February. The 22^nd Division was assigned to the British XII Corps upon its arrival.

It was under the foregoing conditions that Driver Moore and the other Royal Engineer troops had to start improvements on Salonika harbour and to help the Salonika Army to fortify a wide defensive perimeter. On the 28^th of November, two days after its arrival at Salonika, Major E.M.S. Charles, R.E.[17] assumed command of the 100^th Field Company. Major Charles immediately started the company working on pier construction to provide space for the unloading of ships moored in the harbour. Moore and the other men of the company began "scrounging" for supplies and materials and improvised ways to unload troops, baggage, vehicles, food, and ammunition. As a driver Moore became involved primarily in transporting men and materials inland to camps and depots which at first were completely non-existent, and which had to be constructed by the Sappers.

While the Sappers were involved with this work in Salonika harbour the division's 65^th Brigade was sent forward to reinforce the front line being held by the 10^th Division. The first battalion of the brigade reached Dojran (Doiran) on the night of the 6^th of December. On the evening of the 11^th of December the enemy conducted an aggressive offensive which forced the British and French forces to withdraw to Salonika.

When the force dispatched to the rescue of the Serbs reached Salonika it found the base not yet organized or equipped. The situation, in fact, could hardly have been more confused. Disembarkation of five more allied divisions was in progress, all trying to disentangle their units and equipment, so thoroughly mixed as a result of hurried loading in unsuitable ships. There was every reason to expect that the enemy would exploit and continue his successful advance in order to capture Salonika before its defences could be constructed and its garrison deployed. Although he did in fact halt on the frontier, his so far victorious army offered a very serious threat which made the defence of the base a matter of urgency.

The British defensive sector ran from Dautli, through Aivatli, to Lake Langaza. In mid-January 1916 the British force consisted of the XVI Corps (2 divisions) and the XII Corps (Chief Engineer, Brigadier General G. Godby, succeeded by Brigadier General F.K. Fair[18]). The XII Corps consisted of the 22^nd , 26^th , and 28^th Divisions, and the 7^th Mounted Brigade. The C.R.E. of the 22^nd Division was, at this time, Lieutenant Colonel D.M.F. Hoystead. On the 10^th of February Major Charles relinquished command of the 100^th Field Company to Major C.M. Spielman.[19]

Throughout the winter work was continued on the defences of Salonika under the most trying conditions. Driver Moore and the other men of his unit engaged in digging and blasting trenches in rock, providing drainage, building trench shelters, headquarters and machine gun emplacements, and supervised work on communications and obstacles. In addition, work was continued on the construction of docking facilities, railways, and the development of water supplies.

By spring the Anglo-French force at Salonika was ready to advance to the Struma Valley. On the 24^th of March 1916 General Mahon began to move his Salonika Army towards the Greek frontier. By the 27^th of June the first British units arrived in the Struma Valley and on the 3^rd of August the 22^nd and 26^th Divisions moved up to hold a front from Kilindir on the Dojran railway to north of Lake Arjan. The 22^nd Division took up a position in front of Macukovo, near Vardar.

During June, July and August, while these various changes in dispositions had been taking place, Driver Moore’s company and the other engineers of the forward divisions had been far from idle. Their main task was the making of roads through the mountainous country. These involved heavy blasting on the precipitous hillsides and the construction, with the bare minimum of timber and cement, of large numbers of bridges and culverts across dry nullahs that turned to mountain torrents after every fall of rain. All units employed very large numbers of civilians – men, women and children. Water supply by well drilling also was a major task for the Royal Engineers. See Annex A for photographs of some of these projects.

From April until the end of August Driver Moore met a foe fiercer than any Bulgar. This was the anopheles mosquito, active everywhere but particularly so in the swampy valleys. The Struma Valley itself was probably the worst malarial district in Europe, and its malaria was the most malignant.

Figure 10. Driver Moore (right) and a Sapper Davy Jones in Tropical Dress Uniforms.
(Photograph courtesy of Mr. Charles Wakefield, Norwich, Norfolk)

During September of 1916 the intense summer heat abated and malaria casualties began to fall, but the dry weather gave place to heavy rains in October and the end of November was always marked by the arrival of the “Vardar Wind.”[20] It blew at gale force with many degrees of frost and left the country under snow, to be followed except on the hill tops, by deep mud. The blizzards were usually repeated several times and the mud remained to produce acute discomfort, if not complete immobility, until March.

From September onwards the XII Corps was very busy with constant wire-cutting, bombing and raiding of the Bulgar trenches. In these raids detachments of field companies always cooperated. A particularly successful operation was undertaken by units of the 22^nd Division on the night of 22^nd/23^rd of October 1916. The actual raiding party of about 170 all ranks of the 11^th Welsh Regiment, with two officers and twenty Sapper other ranks, were supported by the remainder of the battalion and the field company. Under cover of artillery and machinegun fire the party, after cutting the wire, entered the enemy trenches and held off a counterattack while the Sappers blew up a machinegun emplacement and finally withdrew with 18 prisoners. Thirty-four enemy dead were counted in the trenches and more casualties were inflicted on the flanks of the enemy position.

In the spring of 1917 the Sappers of the XII Corps continued to strengthen the defences of the Dojran sector. Although Robert Moore had not seen much of the Western Front, having been there for so short a time, the trench system constructed was reminiscent of that in France and Flanders, but for the most part hewn in solid rock with boring bars, wedges and constant blasting. Numerous raids were carried out during the spring, and in nearly all of them parties of Sappers were used to cut gaps through the wire with Bangalore torpedoes and to carry out demolitions of machinegun emplacements and dug-outs in the captured trenches. Some of these raids were extremely successful while others suffered heavy casualties. As a driver, Robert Moore probably did not take a direct part in any of these raids, but he most certainly worked in support of those sappers from his company who did go forward to the enemy trenches.

General Sarrail had planned an offensive to take place in the spring of 1917, involving considerable cooperation from the British. The general plan was for the French and Serbs to launch an offensive between the Vardar and Monastir, while the British attacked east of Lake Dojran. The British attack was to open several days before the main offensive, which would then, it was hoped, find the enemy committed.

On the night of the 24^th of April, after two days of wire cutting by the artillery of the XII Corps, the 22^nd Division and the 26^th Division attacked the very formidable Bulgar defences named "01" to "06", on a front of two and a half miles. The attack was made in three stages, the final objective being the ridge running north and south about three miles west of Dojran. This was known as the "P" Ridge, the prominent heights along it having been originally named as "P1", "P2", etc., by the French. Between the "P" Ridge and the lake was the very prominent hill called Grand Couronne which overlooked the whole of the British position. It was hoped that this hill would be captured as part of the final objective. On most of the front the attack involved the crossing of the Jumeaux Ravine, a deep and rocky valley between the opposing trenches, followed by an advance through several successive defence lines up the barren hillsides. The troops went forward at 9.45 p.m. and succeeded in entering the Bulgar trenches, but after a night of confused and very heaving fighting had to withdraw, the attack having been a complete and extremely costly failure, except for an advance by the 22^nd Division to Jackson Ravine, north of Doljeli.

Before the attack Driver Moore and his unit were involved in the usual engineer preparations. Their work consisted of the construction of additional machinegun emplacements, dug-outs, assembly and communication trenches, approach roads, splinter-proof and bomb-proof protection for gun positions, and dressing stations. Many reconnaissances were made of the ground between the trenches to decide upon the routes to be taken by the Sappers accompanying the attack. The assault battalions were provided with parties of engineers from the 100^th Field Company carrying Bangalore torpedoes and bridging materials to help in the crossing of the ravine. The torpedo parties all reached the wire and blew their gaps, but not without considerable casualties.

Figure 11. The Battle of Dojran, 24 April 1917.
(Image courtesy of FALLS, C. and BECKE, A.F., 1935)

It was decided that the offensive should be resumed as soon as regrouping had taken place. The new objectives were not so ambitious and it was hoped that the advance already made by the 22^nd Division would make the task easier. When the attack was launched the fighting was, if anything, more severe and certainly more confused. After again penetrating the enemy's line in several places the troops had to withdraw with no gain of ground, but with heavy losses. The allied offensive on the left began the next morning but was a complete failure. It continued for more than a week but finally it was brought to an end having achieved little or nothing.

During the summer of 1917 it was decided to withdraw from the Struma valley leaving only very small garrisons on the river line with cavalry patrols in front. All the materials in the British strongly made defences in front of the villages captured during the previous autumn and winter, had now to be removed. In June 1917 Driver Moore was involved in transporting wagon loads of stores back across the Struma River. With this task accomplished he moved with his company into the comparatively healthy hills overlooking the valley. Here the engineers built mosquito-proof sleeping quarters and canalized streams, drained swamps, and cut and burned the long grass over wide areas around the camps. However, even with all these precautions, by the end of October there were more than 21,000 admissions to hospital, nearly all suffering from malaria.

Figure 12. The Battle of Dojran, 8 May 1917.
(Image courtesy of FALLS, C. and BECKE, A.F., 1935)

Driver Moore spent an uneventful summer in the hills overlooking the Struma valley during which neither side was disposed to embark upon operations other than a few small raids in the malarial plain. Finally it was decided to re-occupy the far bank of the Struma for the winter. Again Driver Moore carried wagon loads of defence materials across the Struma bridges, and again the field companies assisted the infantry and artillery in the construction of the defences and gun emplacements. The XII Corps was ordered to occupy a position stretching from a point half-way between Lakes Butkovo and Dojran to Vardar. The usual raids took place during the autumn and winter, normally accompanied by sappers with explosives and bridging materials.

During the spring of 1918, while the Allied commanders were making plans for a summer offensive, Driver Moore and the men of his unit were kept busy on the defence of the long front, especially upon gun emplacements, reinforced concrete pill-boxes and observation posts, shelters, water supply and mosquito-proof dug-outs and huts. Several rope-ways were built on the steep hills in the area. At the end of March there was an unusually severe blizzard, and all available engineers had to be used for clearing snow from the roads and railways.

During July, work on the defences was gradually reduced as the threat of any enemy attack receded. The engineers were then called upon to be ready for possible offensive action. The Struma front was handed over to the Greek I Corps in July thus freeing the British Sappers to make preparations for the Dojran attack; and there was much to do. Light railways had to be re-laid and steep mountain roads from the railheads improved and extended. Water supply and other services in the area were very greatly increased to be ready for the concentration of troops, animals and transport. Dumps of engineer stores and bridges were formed at many sites.

Driver Moore worked many long and difficult hours in preparation for the coming offensive. Although the XII Corps front was better developed than that of the other Allied corps, much work had to be done. The engineer work of all kinds was necessarily on a big scale. One very heavy task for which preparations had to be made was that of putting the whole Constantinople Railway between Dojran station and Demir Hisar into working order at the earliest possible moment. Observation posts of steel or reinforced concrete had to be prepared for both artillery and infantry; new dug-outs for command posts and telephone exchanges had to be constructed; concrete emplacements had to be made for batteries which would be situated further forward than in the days of trench warfare; light bridges had to be constructed and placed in position to enable field guns to cross trenches and watercourses near the front line, so that there should be no delay in the advance of the artillery, and the roads in the forward areas had to be prolonged for the same purpose and for the passage of supplies. Water supply had to be increased by the opening up of springs and the provision of tanks, and where theses latter were in the trenches they had to be splinter-proofed. Communications trenches had to be deepened and labeled. Dumps of Royal Engineer stores had to be formed, and wire, pickets and sandbags had to be made up into loads for pack-mules and carrying parties. In rear areas the extra traffic on the roads called for unceasing repairs.

On the 14^th of August the 22^nd Division left the Dojran-Vardar line for a month of intensive training. Under a scorching August sun the division charged across the training grounds behind an actual creeping barrage of trench mortar shells, and in touch with airplanes which dropped live bombs in front of them.

On the 15^th of September the great offensive began in the French sector, and by the 17^th had progressed about seven miles on more than a twenty-five mile front about mid-way between the Vardar and Monastir. The British attack then opened. The XII Corps attacked simultaneously with the Greek Seres Division (less one regiment) on the right, attacking towards the Grand Couronne from the southeast. Immediately to the left of the Greeks was the 22^nd Division with the remaining regiment of the Seres Division, directed against Grand Couronne and the eastern slopes of "P" Ridge. The 22^nd Division and its Greek regiment fought their way through successive Bulgar lines and reached the forward face of Grand Couronne making, for a short time, contact there with the Seres Division. Strongly supported counter-attacks, however, drove them back with heavy casualties. The attack had failed, al-though the Seres Division managed to hold the foothills west of Dojran. The two attacking brigades of the 22^nd Division and the Greek regiment were virtually non-existent. The badly mauled 22^nd Division was relieved from the line.

Figure 13. Allied Offensive of September 1918.
(Image courtesy of FALLS, C. and BECKE, A.F., 1935)

By the night of the 21^st of September, after further stubborn attacks by the Allied forces, the enemy began a fighting withdrawal. On the 22^nd of September the XII Corps began its pursuit of the enemy into the Struma valley. The country to be traversed was extremely difficult, consisting of tangled mountains and valleys, with worn-out roads, or rather tracks, and demolished bridges, and was soon to be-come a sea of mud and flooded streams. The 100^th Field Company was employed on the improvement of the roads through the ruins of Dojran town and the battle belt to enable an attack to be made upon Signal Allemand, a dominating mountain rising more than 4,000 feet above the plain. By the evening of the 27^th of September the XII Corps occupied the Signal Allemand after very heavy fighting. Shortly there-after Bulgaria surrendered. On the 7^th of October the 22^nd Division began to march to Salonika where it was to be moved by sea to Dedeagatch in Bulgaria. While the division's troops were traveling by sea, arriving at Dedeagatch on the 30^th of October, Driver Moore along with the remainder of the transport of the division had to march by land. The overland march took eight days from the mouth of the Struma along bad roads and in bitterly cold weather. During this march Moore contracted a respiratory infection which turned into pneumonia. He was hospitalized, but unfortunately he was unable to fight off the infection. Driver Robert Moore died on the 10^th of November 1918, on the eve of the Armistice, at the age of 23.

Robert Moore is buried in the Dedeagatch British Cemetery located approximately 160 miles west by south of Constantinople, on the Mediterranean, in Bulgaria. For his service during the Great War of 1914 to 1918 he was awarded the 1914-15 Star, British War Medal, and Victory Medal. His mother also received a memorial plaque (named to William Moore). While he was on active service Robert had made his mother an allowance of seven shillings and four pence per week. After his death she was entitled to five shillings per week, which she drew until her death.

On the 6^th of May 1919 Mrs. Moore received the personal effects of her son from the Royal Engineer Records Office at Chatham. These items consisted of his watch, razor, note-book, letters, photographs and other miscellaneous items. On the 10^th of May 1919 Mrs. Moore was advised of the location of Robert's grave by the R.E. Records Office. On the 19^th of October 1928 Mrs. Moore was told by the Imperial War Graves Commission that her son's grave had received a permanent marker. A photograph of his grave was also supplied. The mystery of his change of name continued long after Robert's death. The R.E. Records Office listed him as William Moore, as does Part 4 of "Soldiers Died in the Great War 1914-1919". The Imperial War Graves Commission listed him as William Moore in 1928, and then as William Robert Moore in the Register of the Dedeagatch British Cemetery. The medal rolls containing entries pertaining to his awards also list him as William Robert. Based on the information available now, there is little doubt that the young soldier who served as a Driver in the 100^th Field Company was Robert Moore. We shall never know for certain why he chose to use his brother's name during the period of his military service. Certainly it was not for any purpose of evasion, as he served his country well and faithfully during one of the most trying periods of British history.

Figure 14. Photograph of the Grave of Driver William Robert Moore, R.E.
(Image courtesy of the Imperial War Graves Commission)

NOTE: Dedeagatch is now called Alexandroupolis and is on the northern shore of the Aegean sea, close to the border with Turkey. The cemetery is situated about one kilometer north of the main street of the town. The town belonged to Turkey until 1913 and to Bulgaria from 1913 to 1919. It was bombarded by an Allied Squadron in October of 1915 and was occupied by British Forces in October of 1918. No. 31 Casualty Clearing Station was posted in the town until the end of that year. The town was used from October to December of 1918 and after the Armistice graves were brought in from other cemeteries. It now contains the graves of soldiers and sailors from the United Kingdom, one Italian soldier and Serbian soldiers and civilians.

a. Promotions: Driver Moore did not receive any promotions during his service in the Great War

b. Appointments: After his enlistment and recruit training Moore was made a Driver in the Royal Engineers. In this capacity he would have driven one of the tool carts of his company. Although he had been a pipe fitter in civil life it was determined that he could better serve as a Driver.

Moore’s initial military training would have been similar to any other recruit enlisting for service in the Royal Engineers. Although he subsequently qualified as a Driver (capable of handling horses, mules and the carts that they pulled) he would have received some training in the basics of field engineering so that he could be employed with the Sappers of his company as required.

Driver Moore received the following medals, awards and decorations during his time in service. Since he died before the medals were issued, the medals would have been presented to his next of kin along with the memorial plaque previously mentioned, although they probably were not issued at the same time. His medals are named to 26634 Driver W. Moore, R.E,

Figure 15. The Medals of Driver William Robert Moore, R.E.
(Photograph from the author’s collection)[21]

Figure 16. The Medal Index Card of Driver William (Robert) Moore
(Image courtesy of Ancestry.com)

Driver Moore died on the 10^th of November 1918. His total service is reckoned as shown in the tables below; however, the dates and periods of service are approximate.

Robert Moore’s great grandfather, Arthur Moore, died in Yarmouth, Norfolk in 1856. His great grandmother, Mary Moore had predeceased her husband in 1851.
Grandparents

Robert’s grandfather, Nathaniel Moore, died in Norwich in October of 1903 and his wife, Dinah Elizabeth Moore, also had predeceased her husband in October of 1894.

William Henry Moore, Robert’s father, died in Norwich in June of 1932. His mother, Charlotte, died in Norwich in March of 1941.

William Henry Moore: The death of his brother, William, has been described in detail in the narrative. Again, the Moore Family Tree shows his year of death as 1918, confusing his death with that of Robert. The author has a certified copy of William’s death certificate that clearly shows that he died in 1912.

Mark Moore: As previously indicated, Mark had served in the Royal Navy during the Great War. In 1923 he married Amelia Elizabeth Earley at St. Barnabas Church, in Norwich.

Figure 18. Mark and Amelia Moore.
(Photograph courtesy of the Moore Family Tree)

Mark and Amelia had two daughters; Vera Joan (1925-1990) and Patricia Aileen (1936-2005). Mark died on the 14^th of February 1974 in Norwich. Amelia died in Linton-on-Ouse, Yorkshire on the 10^th of May 1979.

Flora May Moore: Robert’s sister, Flora May married George Benjamin Moates (1897-1928) on the 30^th of May 1922 in Norwich, Norfolk. George and Flora May had a son and two daughters: Ivy Elizabeth (1922-1995), Robert William (1924-1987) and Maud (1926-2015). George Benjamin Moates served in the Gordon Highlanders during the Great War and was awarded the British War Medal and Victory Medal. His father, William James Moates (1868-1916) had served in the 11^th Battalion, Royal Sussex Regiment and was killed on the Somme on the 23^rd of October 1916 (Private, Regimental Number G/16168). He had previously served with the Bedforshire Regiment (Private, Regimental Number 291060.

Figure 21. Medal Index Card of Private William James Moates.
(Image courtesy of Ancestry.com)

Figure 22. Medal Index Card of Private George Benjamin Moates.
(Image courtesy of Ancestry.com)

Figure 23. Flora May Moates, née Moore.
(Photograph courtesy of the Moore Family Tree)

Maud Ethel Moore: Robert’s sister Maud married Alfred Morris Coleman (1902-1966) in December of 1932 in Norwich. Maud and Morris had no children. She died in Norwich in December of 1995.

Rose Moore: Robert’s sister Rose died in Norwich in September of 2003. It is not known if she was married.

The author wishes to thank the following individuals and organizations for their cooperation in supplying research data for this work.

NOTE: The assistance rendered by the individuals and organizations listed above was provided in 1981 during the original research into the life and service of Driver Moore. Many of the individuals are now deceased and some of the organizations have moved from their locations back in 1981.

Order of Battle of the British 22^nd Infantry Division
Infantry and Divisional Engineers
1914-1918

                        Lieutenant Colonel J.A. Tanner, 1914 to January 1916
                        Lieutenant Colonel D.M.F. Hoystead, from January 1916
                        Lieutenant Colonel P.G. Fry, from July 1917

100^th Field Company: Major E.M.S. Charles, R.E., 1914-1916
Major C.M. Spielman, R.E., 1916-1918

127^th Field Company: Captain G.G. Waterhouse, R.E., 1914-1917
Major J.A. Warburton, R.E., 1917-1918

Casualties of the 100^th Field Company, Royal Engineers⁽¹⁾During the Great War of 1914-1918

Driver Moore was with the company for the duration of the war, so he would have known about the deaths of all the other men on this list.

Name	Number	Rank	Cause of Death	Date
Barlow, W.C.⁽⁶⁾	48621	Sapper	Died of wounds	20 Oct 1916⁽²⁾
Chester, J.J.	80567	Driver	Died⁽⁵⁾	23 Sep 1916⁽²⁾
Dennett, Arthur Reginald	534472	Sapper	Died	19 Jul 1918⁽²⁾
Garland, John⁽⁷⁾	159114	Sapper	Died of wounds	19 May 1917⁽²⁾
Heselden, Stephen Inkerman⁽⁸⁾	187673	Sapper	Killed in action	13 Dec 1917⁽²⁾
Kennedy, Henry	57355	Sapper	Died	26 Sep 1915⁽³⁾
Moore, William	26634	Driver	Died	10 Nov 1918⁽²⁾
Paton, James Robert	63803	Corporal	Died	21 Oct 1916⁽³⁾
Sharman, Frederick John	48172	Sapper	Died	9 May 1918⁽²⁾
White, Walter Henry⁽⁹⁾	57269	Corporal	Killed in action	23 Apr 1917⁽²⁾

Further Analysis Regarding the Enlistment of Robert Moore
Using the Name of his Brother William Moore

1. Certified Copy of an Entry of Birth, General Register Office, London, Certificate No. BXA 711509, dated 2 December 1981.

· Date and Place of Birth: 3 December 1892, St. Mary Coslany, Norwich, Norfolk.

· Informant’s name and address: Charlotte Moore, mother, St. Mary, Coslany, Norwich. NOTE: Charlotte could not write so she made her mark with an “X”.

2. Certified Copy of an Entry of Death, General Register Office, London, Certificate No. DA 748959, dated 30 November 1981.

· Informant (in attendance): Charlotte Moore, mother 7 Rosemary Lane, Norwich. NOTE: Charlotte still had to make her mark with an “X”.

These certificates present proof that a young man by the name of William Henry Moore, son of William and Charlotte Moore of St. Mary, Coslany, Norwich, died on the 9^th of May 1912, more than two years prior to the start of the Great War of 1914-1918.

1. Certified Copy of an Entry of Birth, General Register Office, London, Certificate No. BXA 709103, dated 24 November 1981.

· Date and Place of Birth: 11 July 1895, 5 Rosemary Lane, St. Mary Coslany, Norwich, Norfolk.

· Informant’s name and address: Charlotte Moore, mother, 5 Rosemary Lane, St. Mary, Coslany, Norwich.

2. Original Certificate of Registry of Birth, No. 447, dated 19 August 1895, registered at Coslany.

3. Certified Copy of an Entry of Death, General Register Office, London, Certificate No. SA 036879, dated 24 November 1981. Return of Warrant Officers, Non-Commissioned Officers and Men of the Royal Engineers Killed in Action or who have died whilst on Service Abroad in the War of 1914 to 1920.

· Entry relating to the death of William Moore in the Army War Records of Deaths, 1914-1920.

· The gravestone shown in this photograph is that of William Moore and Charlotte Moore, the parents of William Henry Moore and Robert Moore.

It appears that the Moore family chose to inscribe the stone with the name of Driver W. Moore at some point after the death of Charlotte in 1941. They also elected to include the nickname “Bob” next to Driver W. Moore. Clearly this was meant to indicate that the son who died in the war was actually Robert Moore and not William Henry Moore. The available information regarding William proves that he died in 1912 and could not have served in the war. It was Robert who enlisted, served for four years and died in Salonika one day before the Armistice was signed. For some reason, even the Army had incorrect data regarding Robert’s true name, as he is referred to as William in the Army War Records of Deaths and the name placed on his cross by the Imperial War Graves Commission uses the initial “W.” Was this the result of some clerical error or did Robert enlist under his deceased brother’s name for some reason?

In the narrative of this research it was suggested that Robert Moore may have enlisted in a Territorial Army unit when he was under age, thereby necessitating the use of his deceased brother’s birth certificate. However, another possibility may also exist. With his birthday in July of 1914 he would have been 19 years old a month before the Great War started, although he certainly did not know that the war would begin in August of 1914. He may have been aware that war was on the horizon and like so many other young men he did not “want to miss the action.” He may also have been aware that although he was old enough to enlist, having turned 18 in July of 1913, he could not been sent overseas until he was 19 years old. He may have assumed that war would be declared sooner than it was and that in order to be sent abroad if the war started he would have to be older than he really was. This he could accomplish by using his brother’s birth certificate and by pretending to be William Moore.

His Regimental Number, 26634, provides another clue to verify this possibility. According to a study made in 2003,[23] this regimental number falls within a range of numbers issued to soldiers early in 1914. If Robert anticipated an earlier start to the war and if he was keen on going overseas to take part in it, the he surely could have enlisted before July of 1914 using his brother’s birth certificate to prove his age to be 19.

Source: MH106/603 from The National Archives: First World War Representative Medical Records of Servicemen from No. 31 Casualty Clearing Station.

[1] The name Robert in parentheses will be explained in greater detail in the narrative. Essentially this story is about Robert Moore who assumed the identity of his deceased older brother so that he could join the Army. To the Army, the man who served in the Royal Engineers was William Moore, although in reality it really was Robert.

[2] This family information is taken from the Moore Family Tree (ninekids9).

[3] Original Certificate of Registry of Birth: Robert Moore, born 11^th May 1895. Certificate dated 19^th of August 1895 and Certified Copy of an Entry of Birth: Robert Moore. General Register Office No. BXA 709103, dated 24^th of November 1981.

[4] There is some confusion regarding Mrs. Moore’s maiden name. On Robert’s birth certificate her name is given as Davidson, while on William’s birth certificate it is given as Davison. This could simply be a clerical error when preparing one of the certified copies.

[5] The structures presently at this address (March 2020) are not the structures that were there in 1895.

[6] In the early 1800s, Jeremiah Colman began making mustard at a water mill near Norwich in the village of Bawburgh. To create a tangy flavour, he blended brown mustard (Brassica juncea) with white mustard (Sinapis alba).

Figure E1.

[7] Robert’s birth certificate shows their address as 5 Rosemary Lane while William’s death certificate shows the number as 7 Rosemary Lane.

[8] He actually enlisted in 1917 when he was 18 years of age.

[9] The Moore Family Tree indicates that Mark died in 1974.

[10] The personal recollections of Mr. H.W. Robinson as related to the author in 1981.

[11] FIRTH, S. Departmental Record Office, Ministry of Defence, 17 August 1981.

[12] The following descriptions of Moore’s activities were adapted from a narrative presented in Collections and Recollections of 107^th Field Company, R.E. and were quite typical of the experiences of men in R.E. field companies at the time.

[13] To get an advantage.

[14] JAMES, E.A.

[15] Later Brigadier General, CB, CMG, DSO.

[16] Poem from the Collections and Recollections of 107^th Field Company, R.E. Author unknown.

[17] Later, Brigadier Eric Montague Seton, CMG, DSO, R.E.

[18] Brigadier General Frederick Kendall Fair, R.E.

[19] Major Claude Meyer Spielman, MC, R.E.

[20] The vardar is a cold northwesterly wind blowing from the mountains down to the valleys of Macedonia. A type of ravine wind, enhanced by a channeling effect while blowing down through the Moravia-Vardar gap, bringing cold conditions from the north to the Thessaloniki area of Greece.

[21] These medals are in the author’s collection.

[22] All the ADDITIONAL FAMILY INFORMATION has been taken from the referenced Moore Family Tree.

[23] GASE, S., 2003. The number actually falls within a range of numbers of a sixth series of numbers used by the Royal Engineers for newly enlisted soldiers, a series that started in 1896.

Location	Period of Service
Chatham and Aldershot	November 1914 - September 1915
Salonika	September 1915 – April 1917
Macedonia	April 1917 – November 1918

Location	Period of Service
Home Service	10 months
Service Abroad	3 years and 2 months
Total Service	4 years

2. EARLY LIFE AND FAMILY INFORMATION

Location

Location

Total Service

Mark Moore: As previously indicated, Mark had served in the Royal Navy during the Great War. In 1923 he married Amelia Elizabeth Earley at St. Barnabas Church, in Norwich.