When a very important person (VIP) visits a military establishment it
causes a stir among the commander and staff officers who must arrange
for the VIP's comfort, security and movement. When the VIP is a reigning
monarch and the area visited is in an active war theatre, these concerns
present an interesting challenge. Such was the case in November 1944
when His Majesty, King George VI paid a visit to headquarters and units
of 21 Army Group located in Holland and Belgium near the frontier of
Germany.
King George had a genuine interest and concern for the Armed Forces.
He expressed a desire to visit the continent as early as the Normandy
days but was persuaded not to by both Downing Street and Field
Marshal Montgomery, on the grounds of safety and the bad effect on
public morale should harm befall him. Finally, and reluctantly, a further
request was approved by Churchill and Montgomery and he arrived at
Second British Army Headquarters, located near Eindhoven, during the
second week in November 1944. First Canadian Army became involved
in his return to London at the expiration of his short (three day) stay.
It was decided he would travel by road from Eindhoven to Ostend. At
Ostend he would embark in a waiting Royal Navy destroyer for his return
across the Channel to England.
Although the German Army had been driven out of most of Belgium and
Holland it was by no means defeated as would be demonstrated in later
events. However, a part of Antwerp was opened following the capture
of Walchern Island on 8 November. German V-1 (Buzz Bombs) were
landing in Antwerp inflicting heavy civilian casualties. Units from the 2nd
and 3rd Canadian Infantry Divisions and the 4th Canadian Armoured
Division were carrying out aggressive patrolling along the length of the
Maas River from the Scheldt eastward to the Nijmegen bridgehead. The
Second British Army was positioned on the right flank of the Canadians
and was closed up to the general line of the Maas and Roer Rivers, on
a line running south from Nijmegen to Venlo and Roermund. In general
the operational situation was quiet, with no major battles to be managed
by senior generals. Nevertheless, there were many fierce skirmishes taking
place during "routine" patrolling activity and the lowly platoon commanders.
life was, to say the least, tempestuous.
The Canadian Provost Corps involvement began when Lieutenant Colonel
George Ball, the Deputy Provost Marshal at Army Headquarters, was called
in by the DA and QMG Brigadier J.F.A. Lister and informed that the C Pro C
would be responsible for providing a road escort for the return trip to Ostend.
The late Lieutenant Colonel JR. Stewart, then serving on the DPM' s staff
recalled the urgency of the task since His Majesty was to leave Eindhoven at
0700 hours the following day., to arrive in Ostend by I130 hours. This left less
than 36 hours to complete all necessary arrangements. Captain Eric Porter,
Officer Commanding No 11 Provost Company was briefed at the DPM,s
office about 2000 hours on 13 November where he received the following
details:
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The Route: Eindhoven SE to Herenthals (Holland), Aerschat (Belgium) Louvain,
Brussels, then NW to Alost, Ghent and into Ostend. The overall distance was
about 200 miles.
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Royal Military Police of Second British Army would provide the escort for the first leg,
from Eindhoven to Herenthals, a distance of about 28 miles.
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Timing: Leave Eindhoven at 0700 hours 15 November and arrive at the Ostend dock
by 1130 hours.
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Transport: His Majesty, together with an equerry and driver, would travel in the
C in C's Rolls Royce staff car.
-
Security -. The identity of the VIP must not be divulged to
anyone except those involved in planning and carrying out this duty. This
precluded any wording on route signs and only the disc directional with the
broad arrow would be used.
There is an old military cliché which states that time spent on reconnaissance
is never wasted. In this case it was essential to have up-to-date information
on road conditions such as road surface, bottlenecks, congested sections and
gradients. It was also necessary to complete a dry run over the entire route in
order to establish the required optimum speed. In order to speed up the recce,
the route was split up among three Recce Teams each made up of an officer,
sergeant and motorcyclist. These teams left Company Headquarters at 0700,
14 November. Despite the damp and foggy weather the last one was back by
1330 hours. The reports were generally favourable, however, there were some
areas which caused concern. Herenthals is a small village at the junction of the
Albert and Meuse Canals. The route crossed both canals over bailey bridges
constructed by the Engineers, some distance off the original road. This meant
a detour of about one-half mile across a muddy field. To further complicate
matters the area had been mined and although it had been swept by the
Engineers it was most imprudent to venture off the beaten track. Fortunately,
good one inch to one mile maps were available for this area. The next trouble
spot was the Town of Louvain (East of Brussels). As is often the case in this
part of the world, Louvain is a hub where five or six main roads converge.
The volume of local traffic was also quite high since it was in the centre of a
main supply area for the Second British Army. However, a satisfactory
by-pass route was found which skirted the Town to the North and required
only a minimum of route markers. Brussels was fairly straight forward despite
the fact that the route ran through the centre of this City. The streets were
broad and the route, which was also a Main Supply Route (MSR), had been
well marked by the British RMP. (Note: HQ 21 Army Group was located here).
The road from Brussels to Ostend was clear sailing.
The detailed route was marked on GS maps 1:100,000 and a dry run was made
in the afternoon of 14 November from Ostend to Eindhoven. An average of 40
MPH was established as feasible to cover the 170 miles in four and one-half hours.
The Escort was detailed and personnel assigned. There would be a Pilot Escort
about 50 yards in front of the VIP car, a Sweep Escort preceding the Pilot Escort
by at least two miles and a Follow Up Escort following at the rear of the VIP car.
All were jeep mounted and each was accompanied by two Provost on motorcycles.
The duty of the Sweep was to deal with unexpected traffic problems. The Lead
was responsible for navigation, speed and timing while the Follow-up would ensure
that the VIP car was not overtaken by any vehicle. The following personnel of
No 11 Provost Company were assigned:
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Sweep Escort:
Sgts Canning and McKnight
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Pilot Escort:
Lts Lee and Fitzgibbon
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Follow-up:
Lt Ritchie and Sgt Mc Arthur
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Traffic Duties:
Six corporals on motorcycles
The remainder of the day was spent on the usual maintenance and "spruce up" tasks
such as topping up vehicles, cleaning kits, clothes, weapons and vehicles and folding
maps.
Reveille was 0430 on 15 November. The escort arrived on schedule at the RV near
Herenthals and was pleased to find some improvements in weather conditions. The fog
had lifted but it was still damp, cloudy and cold. The RMP escort arrived sharply at
0740 hours and the handover was performed smoothly with the Rolls Royce driver
coming to a brief stop as the RMP pulled off. The C Pro C Lead jeep moved out ahead
of the sedan carrying His Majesty and flying the Royal Standard. The Follow-up escort
fell in behind. It was White knuckle-time for the "Pilot, and "Follow-up"
escorts as they moved slowly across the muddy track, over the bailey bridge and back
to the main road. However, the Rolls did its maker proud and the driver showed
remarkable skill in keeping to the narrow tracks. The only "wheel spin" was a minor
one as the Rolls moved up a short incline at the end of the detour before pulling onto
the main road. The first hazard was past. Much to our relief it had not been necessary
to use the tow ropes we carried.
The journey through Aerschat and Lovain was uneventful and a good steady 40 mph was
being maintained by Lee and Fitzgibbon. The main concern was not the odd military truck
or small convoy, but the likelihood of a road block caused by an ancient "methol" burning a
civilian bus or large truck. Indeed, one or two were encountered, but McKnight and Canning
had done their work well and they had been pulled over and stopped. There were no problems
on into Brussels, on the first class highway. However, as we approached the centre of the City,
past the railway station, we encountered a strange and totally unexpected turn of events. The
broad avenue, on both sides, was jammed with shouting and waving crowds. Our initial shock
was replaced with a warm glow as it became apparent this was not a mob, but a happy crowd
of well wishers. Many were waving Union Jacks or the flag of Belgium to shouts of "Vive le Roi,
Vive le Anglais". Our fears were further allayed when we observed His Majesty happily
returning the waves and salutes. So much for the efforts to keep the King's travel a deep
dark secret.
The run from Brussels past Alost and Ghent was clear sailing on a good two-way highway.
However, we must mention one list of detailed planning not previously described. This was
the provision of two "rest stops on this long stretch of road. In deference to His majesty's
comfort, these temporary canvas burlap ablutions were spotted beside the road between
Brussels and Alost and before Ghent, with the locations suitably marked on the maps of the
Equerry and escorts so as to enable a stop on a prearranged signal. Happily, a signal to stop
was not made.
The entry to Ostend and into the dock area was uneventful. A party of three or four Naval
Officers were waiting near the gang plank onto the destroyer. Following the usual formal
greetings King George VI walked over, unaccompanied, to where Lee and Fitzgibbon were
standing to attention. He shook the hand of each, inquired as to their homes in Canada,
commented that the Canadian Provost Corps cap badge was the same as his own (the Royal
Cipher), and as later related by these two beaming officers said: quote: "Thank you for taking
me about the country so nicely.". He then rejoined the Naval party and embarked on the
destroyer for England.
This is the end of the story. It is perhaps noteworthy for several reasons. This event, to our
knowledge, has never been recorded except for a very brief note in one or two Canadian
war diaries.
It was carried out on extremely short notice with only verbal instructions given. It shows the
utter futility of trying to maintain secrecy (in the interest of safety) when our reigning monarch
travels abroad. Finally, it gave a number of Provost a memory to cherish and a story to relate
to their children and grandchildren.
As a postscript it should be mentioned that both Lee and Fitzgibbon, for months to come,
attempted to supplement their normal pay by offering anyone, for a fee of ten shillings, to
shake the hand that shook the hand of the King.
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