6 June 1944 - 25 July 1944

 

ORGANISATION

Elements of all three wings of the Corps of Military Police were planned to land with the assault forces on the first and second tides of D-day, They comprised:

• Three Divisional Provost Companies (each of HQ and six sections) whose task was to regulate and control traffic of the assault and follow-up brigades,
• Six Beach Provost companies (each of HQ and four sections) and several traffic Control Sections, which were responsible for control of traffic and signing of routes in the beach transit and assembly areas.
• Ten sections of CMP (VP) who were responsible for guarding PW, detaining suspect civilians and Constructing cages.
• Two Corps Provost Companies who were deployed to control the area between the beaches and the forward divisions.
During the build-up the provost strength in the beach-head increased by the addition of :—
• A provost company for each division phased in after the assault.
• Four provost companies, four TC companies and one VP company for each of the armies.
• Seven provost, seven TC and three VP companies for L of C areas. L of C Provost were phased in earlier than planned, to assist in the main problem of organising traffic.

With the exception of beach provost companies who had more work than four sections could adequately handle, the allotment would have been sufficient had it landed according to plan, but owing to the failure of the Rhinos and the rough sea conditions, only divisional and corps provost companies arrived on time.

The result was that there was no proper supervision of assembly areas on the morning of D+1 and the narrow exits from the beaches were inadequately controlled.

On the afternoon of D+1, when the LSTs were beached and a flood of delayed traffic was released, there was considerable congestion on the beaches and far too few Provost to control it.

By D+2, however, more Provost had landed and the situation was greatly improved.

By D+3, although the volume of traffic was steadily increasing the forward and return routes in the BMA were working satisfactorily. With minor alterations the original‘ traffic circuits were found to be successful.

TRAFFIC

During the subsequent build-up the problem of 'maintaining an easy flow of traffic was complicated because a modern rnechanised army was attempting to manoeuvre on a system of narrow and badly maintained roads which had been designed to carry the slight traffic of an agricultural area. Within a few weeks of landing, the beach-head, which at that time measured only a little more than twenty miles broad and ten miles deep, contained 115,000 vehicles.

At one check post 18,836 vehicles passed by in one day, giving an hourly average of 785 vehicles, or nearly one vehicle every four seconds of the night and day. The policy at this time was to accept any vehicle on the road at any time, and the general object of all concerned was to keep traffic moving at all costs. Despite every effort the towns of COURSEULLES, BERNIERES, LA DELIVRANDE and BAYEUX quickly became bottlenecks.

The problem was eventually partially solved by:

• Building tank tracks, lateral cross country roads and by-passes.
• Instituting a system of movement control. In the absence of a firm plan for traffic control, movement tended to take place during the hours of daylight, leaving the roads relatively free at night, but after the institution of movement control all operational traffic was timed to take place during the hours of darkness, when administrative traffic was less heavy.

SIGNING

Although each provost company carried into the beach-head a reserve of signs and signing material, so that there would be little delay in laying out routes, the task was so tremendous that each company had to resort to improvisation at an early stage.

During the build-up period the congestion of formations, depots and installations in the beach-head produced a confusing multiplicity of signs. To make the system of signing uniform, Provost became responsible for co-ordinating all route signing. Each company set up a sign factory operated in the initial stages by its own personnel but later by Pioneers, civilian carpenters and sign writers.

COMMUNICATIONS

Each corps and army was allotted a CMP (TC) signal section which proved to be invaluable, for by operating their own network of signal communications the police were greatly assisted in their problem of controlling traffic.

CRIME

There was little crime recorded during this phase, but it is difficult to say how far this was due to the fact that everyone was busily occupied and how far to the fact that the time and attention of the Provost was almost entirely taken up with traffic control.

One Special Investigation Section was allotted to Second Army and during the build-up was fully occupied in investigating cases of looting and illegal disposal of WD stores.

 

26 July-26 September

 

TRAFFIC CONTROL

With the first signs that a crack in the GERMAN defence was developing, it became apparent that a large-scale advance must be planned for, including the crossing of the SEINE. Therefore, six additional traffic control companies were phased in, all of which arrived before 8 August.

On 21 August, Second Army and First Canadian Army each had four TC coys under command, and seven were under command HQ L of C.

As the length of the pursuit increased, a request was made to the War Office for four more TC coys and six additional (VP) coys. This request was met in October.

There was a big signing problem on each of the four main administrative routes, together with the various roadheads and depots which were opened up as the armies advanced.

The signing of routes within roadheads proved to be one of the most important of provost tasks. Experience showed that one full TC coy is required for the control of a roadhead supplying three corps.

It was found that it was better to have one company permanently allotted for this tasks as the type of signing required was different from that normally employed on main administrative routes.

The best solution was found to be to allot distinctive coloured arrows to each main commodity.

The roadhead TC was responsible for signing to the depots and the depot commander responsible for signing inside his depot.

DISCIPLINE

In the early stages of the advance, a number of reports of looting were received. SIB investigated and found conclusive evidence that GERMANS in retreat had been guilty of most of these crimes. It was arranged that SIB, with representatives of Claims and Hirings, should enter important towns immediately behind forward troops in order to investigate without delay all reports of ill-discipline.

The policing of liberated towns was a major commitment, which increased as the advance continued, and the responsibility for which was taken over by the CMP allotted to L of C.

CHANNEL PORTS

Of the Channel ports that were liberated DIEPPE was the only one to be opened immediately and Provost had to handle large numbers of transit personnel, most of whom were reinforcements.

CRIME IN LIBERATED AREAS

Crime of varying natures began to develop in the liberated areas, particularly in the larger towns. Black market activities increased rapidly, and investigations often showed that WD property was the subject of such dealings.

A number of civilians were apprehended for tapping the petrol pipeline, and others for improper possession of VVD stores. Civilians arrested were handed over to the civil police for disposal. The crossing of the FRENCH-BELGIAN frontier was followed by an outbreak of illegal dealings in the currencies of the two countries, and also by a certain amount of smuggling—particularly tobacco, cosmetics and liquor.

Provost kept close contact with Intelligence, local police and customs officials in dealing with these crimes.

In BRUSSELS and ANTWERP, where large numbers of troops were in contact with large civil populations, Provost were successful in reducing the activities of racketeers ofall types.

The police authorities of both FRANCE and BELGIUM were most friendly and willing to co-operate, but in the case of the former the activities of the GERMAN occupying forces in FRANCE had disorganised them and prevented them immediately reaching their full efficiency.

SPECIAL DUTIES

Military police were included in the escort provided for the Commander of the FFFI on his entry into PARIS, and remained With him for about a fortnight.Two sections of provost were detailed for special duties in connection with the airborne operation at ARNHEM. They were in addition to the Provost forming a normal part of the airborne formations, and were included in what was planned to be the airborne FMA. Although they landed successfully the eventual withdrawal of 1 Airborne Division prevented the full development of the project.