The Guides - Part Three

Photos of  Squadron Leader Walter Wallington & Flying Officer Robert Clements taken for false Identity Cards

Typical Belgian Haystacks

 

In the Countryside

Guiding evaders and escapers on foot or by bicycle across the countryside in occupied Europe often occurred during the early part of their journey before the fugitives were filtered into organised escape lines. Because of the distances involved in getting their charges to the safety of a neutral country, the organised lines relied heavily on public transport, but occasions arose where this became too dangerous or the transport was simply not available.

The Comete Escape Line often crossed the Belgian and French/Spanish borders on foot; with bicycles being used from Dax, Bordeaux or St Jean de Luz and then on foot over the Pyrenees. One route briefly operated with the use of a car crossing from Belgium into France where the border post barrier would ‘miraculously’ lift as the car approached. Evaders from other lines also crossed on foot or by bicycle from Holland into Belgium.

Evaders and escapers rarely encountered an established escape line soon after landing, so they relied on patriots or members of the Resistance to help them. Men and women often made on the spot decisions to become involved and help for the first time when evaders appeared without warning. Guiding the evader to a safe place and then finding someone who could help was high risk. The Germans and their sympathisers would already be on alert and searching (in daylight – immediately, at night – immediately if the parachute had been sighted, otherwise first light). 

Best practices were often not used, simply because there was insufficient time or the guide, relying on instinct had not fully considered them. They accompanied their charges on foot or by bicycle in daylight and used ordinary roads. Evaders had to be moved quickly despite the associated risks, even if it involved confinement in ‘safe’ open air locations.

Often, civilian clothes could not be obtained immediately and there was no chance of false identity papers. Leaving an evader in the main search area with or without shelter would inevitably lead to complications and travelling at night after curfew could be dangerous, especially if knowledge of the countryside away from the roads was not strong.

Theory and practice could be poles apart, Guides had to think quickly, be ready to improvise and sometimes just chance their luck.

 

Flying Officer Robert Clements of 57 Squadron RAF approached a farmhouse at night after landing. Having been directed to a barn, he described what happened next in his evasion report:

‘The following morning I was awakened by an armed man, who pointed a revolver at me, at the same time demanding my maps and compasses. I handed these over to him, which seemed to satisfy him that I was genuine…

At 09.00 hrs he returned with two girls. I was taken into the house and closely questioned. After removing the tops of my boots* and my moustache (all young Belgians have removed their moustaches since the occupation as Hitler wears one) I cycled with the two girls to Exel. On the way we passed three squads of Germans and though I was still wearing my battle-dress, they took no notice of me.’

* British and Comonwealth airmen wore flying boots where the top part could be cut off leaving the remaining part as a shoe.   

 

In his book the Comet Connection, American flier Sergeant George Watt described how within a few hours of landing in Belgium his passage across country was initially much more text book:

‘We covered about two kilometres, cutting across fields and ditches and country roads. Whenever we came to a road, my guide would stop, crouch close to the ground, and look up and down in both directions before he let me cross. Once again I marvelled at the caution and skill of the farmer in using the terrain.’

A few hours later having briefly been sheltered in the kitchen of a house and wearing a hastily assembled set of civilian clothes minus a shirt and hat, things took an unexpected turn as Watt walked down a road alongside his guide.

‘Off in the distance ahead of us I thought I heard the persistent sound of water passing over a millwheel. The sound grew louder as we continued walking. Suddenly it wasn’t water over a mill. It was the clatter of horses’ hoofs… They were coming towards us. It’s a cavalry patrol coming back from the search I thought…….I glanced anxiously at the old man……

‘Lets hide here’.

The old man was disturbingly undisturbed. ‘No’ he said. ‘Just remember. Nicht sprechen. Let me do all the talking.’

I thought he was crazy. Why take a chance. But I could not show him I was afraid. Besides, he was leading me, and I knew I would follow him…….Two truck horses were pulling an old World War One army wagon. It had an arch over the top and in the driver’s seat were three German soldiers…..The old man broke into a spirited conversation with me speaking in Flemish. He could have been talking of this year’s crop or the weather, for all I knew. Not only couldn’t I understand the language, but I was not listening to him. I was concentrating on my feet. ‘Keep walking’ I said to myself. ‘Keep putting one foot in front of the other. Don’t run. Don’t turn away. Don’t panic now….look them straight in the eye’

Goddam that moon! It’s always there when you don’t want it. Why is that end man over there looking at me like that? Could he be…? Cut it out you’re getting panicky. He can’t tell you’re no Belgian. Boy am I glad I didn’t get that haircut. I look less GI this way. 

‘Guten Abend’ the old man said to them.

I nodded my head in greeting.

‘Guten Abend’ the ‘superman’* said.

It took Watt all of his nerve not to look around then break into a run. He travelled the next four kilometres with his guide to a safe-house in Hamme. 

*Earlier term used by the guide for a German.

 

Squadron Leader Walter Wallington RAF 487 Squadron was a Mosquito pilot and described in his evasion reports how his early ‘guides’ adopted a rather chilly strategy which did not follow typical patterns:

‘I made for some fields and hid in a ditch which a farmer pointed out to me. After half an hour, I decided to find a better hiding place and made my way back along the main road until I came to a haystack. I crawled right into the middle of the haystack and remained there for thirty six hours, while the Germans were making a very thorough search of the neighbourhood. Several times they passed within a few yards of the haystack.  

I was eventually discovered by a small boy who brought his father to see me. He provided me with some food and brought a man who could speak a little English. He told me that ‘friends’ had been enquiring about me and offered to get in touch with them for me. He warned me to remain hidden, as there were several German patrols stationed round about.

On 10 October 1943 at 21.00 hours a man came and took me to a village near Oost Eeecloo where I was again hidden in a haystack. I was provided with food and peasants’ clothing and told to remain where I was until called for. I stayed here until 12 October when I was removed to another haystack. This performance was repeated several times until the beginning of November, when the weather became too severe for me to remain out of doors continually and I was allowed to seek shelter in a farmhouse.’

 

Whilst cycling at a respectable distance behind his guide during the early part of his evasion in France, RAF Sergeant Kenneth Skidmore described what happened as a result of momentarily losing his concentration:.

‘After cycling many miles we arrived at a junction in Pont L’Evique. It was her that my attention was distracted by the sight of a tall, smartly dressed knee booted German , standing to attention. How impressive he looked. During my admiration of his appearance, I had failed to notice which way the cyclist ahead of me had taken and he was now out of sight. There were three roads to choose – but which one?’

Sources:

British & Commonwealth Evasion Reports

The Comet Connection – George Watt

Follow the Man with the Pitcher – Kenneth Skidmore

 

Next week - In the Streets

© Keith Morley

The Guides - Part Two



Odile de Vasselot



Chemin de la Liberté- Pyrenees

 

Florentino Goicoechea

 

In this second post on a ‘Guide’s Guide’ some of the extracts from a booklet might have looked like as below, had one ever been written.

Trams

Consider using trams when moving evaders from one location to another. Providing everyone knows exactly what they have to do, this mode of transport is useful when travelling across the bigger cities and suburbs.

Whilst riding on trams can speed up operations, caution must still be exercised. Follow your instructions exactly, no matter how trivial or simple they may seem. ‘Convoyers’ should not look as though they are travelling with their charge(s) but must be ready to intervene at any given moment if an outsider tries to start up a conversation with the evader(s) under their care.

Trams are liable to ‘stop and searches’ by the enemy and also ticket inspections. The latter can also involve presentation of identity papers and the need to answer questions. If either of these occurs you will be required to make an instant judgement as to your next action. Once a check is in operation there may be little you can do to help your evader. If the evader is carrying an identity card signifying they are a deaf mute, care should be taken when involving yourself, as the enemy has a number of ruses to expose this practice.

To anticipate problems, position yourself so that the evader is within easy reach, you can see the stop ahead in good time and the second exit door if there is one is nearby (usually on the road side of the tram). This will enable you to spot a ticket inspector/ possible ‘stop and search’ and get off the tram with your charge well before it reaches the next stop.

As with travelling on foot, if the handover to another guide contains a signal or action, be sure that your charge can see it and that it is safe to pass them on. Also be certain that you have identified the new guide correctly by way of appearance (if known) or signal e.g. 'the new guide will be standing at a prearranged street corner wearing a brown raincoat with a rolled up newspaper in his right hand. Approach him and shake hands, the guide will move slowly away and your charge should follow him at the usual distance. If the newspaper is in the left hand, it is not safe to approach and you must proceed to the standby location to await further instructions.'  

Trains

Adopt similar strategies to those of travelling on trams. If you are responsible for buying train tickets, you will already have any necessary documentation (if required) in order to do this. Do not buy tickets together so they are sequential, this can arouse suspicion if the travellers are sitting or standing next to each other and do not appear to be acquainted.

Consider giving your charges a copy of Signal magazine. This is a German propaganda publication and will give them something to look at in order to avoid eye contact. It may also help discourage someone trying to begin a conversation.

If you need to give tickets to your charge(s), approach them and shake hands passing over the ticket. Their papers will already have been arranged unless you have been told otherwise. It may be too dangerous to travel in the same compartment or carriage, so be sure that you know whether your charges have been briefed on this in advance. If not, inform them of your strategy e.g. they look out for you when it is time to leave the train and know what to do after that - i.e. handover to another guide or follow to the ticket barrier and proceed as briefed.  

Bicycles

Be sure that each of your charges can ride a bicycle. Ask the question – some cannot!

Be clear of your route and use back streets, isolated country lanes and tracks to minimise the risk of encountering checkpoints and being observed. Approach towns away from main roads and travel around the edges if possible.

You will often journey with another guide accompanying the party (usually four evaders to two guides). Best strategy is for a gap of no less than 100 metres between each cyclist. This will help avoid suspicion that the party is travelling together. One guide leading and one bringing up the rear is the best methodology. Ensure you have a clear signalling system for the guide cycling in front to warn of impending danger and that your charges know what action to take when they see that signal. 

Across the Mountains

These are usually undertaken with personnel who have specialist knowledge and if it is the Pyrenees, Spanish Guides will take over for part of the journey.

If you are walking the more severe mountain routes, ensure that your charges have a walking stick, espadrilles (special shoes for grip) and that they tie something white to their sticks (usually a handkerchief) so the person in front can be seen in the dark. At night the party must travel as close together as possible to avoid getting lost and falling, and it is good practice for guides to wear a white disk on their back or pack to assist the party in following.

Good speed is essential as travel should be done in the hours of darkness wherever possible, but care must be taken to avoid accidents. Remember that your charges will not be experienced climbers; they do not know the location and may tire quickly. The mountains are full of ravines, sheer drops and places where someone can fall.  

Be ready to link together to ford rivers if necessary and watch out for German border patrols, Spanish guards and smugglers. The latter may be using the same route as your party.

Remember Spanish prisons can be very unpleasant.  Avoid capture.  

Next few weeks – Drawing from official reports, books, diaries and memoirs - what really happened.

 

© Keith Morley

The Guides - Part One



Dedee de Jong

'Pat O' Leary'

'Nadine' and 'Michou' Dumon

This is the first in a series of posts on the subject of guides or ‘convoyeurs’ as they were known in Belgium and France. In Post 3 and 4 the reality of travel in this way will be illustrated by actual events from reports and diaries. Theory and practice were sometimes poles apart.  

Evaders travelling in organised escape lines relied totally on guides to get from one destination to another. Many evaders followed their couriers through the streets, rode on trams, trains and bicycles, walked across fields and hiked over mountains. Some were taken in cars or trucks. Many guides did not know each other for obvious reasons and very little contact took place between the guide and their charges whilst on the move or in public, unless deemed essential.

Each escape line had its own methodology and strategy as the guides were often in great danger, but there were generic rules to follow in order to minimise risks. ‘A Guide’s Guide’ was obviously never produced but had it been written, the text might have contained pointers along the lines below:

In the Countryside

If travelling on foot across the land, make sure you know your route exactly. (Guides will have been well briefed and many selected because of their local knowledge) This will often involve using predetermined remote paths and tracks. Keep away from roads and stay close to hedges, making good use of trees and cover. The edges of woods are best for your range of vision and keeping noise to a minimum. Avoid walking in the centre of fields and on the skyline. The majority of foot travel in the countryside will be at night.

Make sure you stay close enough to your charges for them to be able to see you in the dark. If there are two guides, good practice is for one to travel at the back of the party or reconnoitre ahead to check for potential danger.

 (Although links in the Comete escape chain operated with no knowledge of the preceding or succeeding parts, best practices will have been steered by Head of Section or experienced operators. Often the ratio of one guide to two evaders was used.)

In the Streets

Be certain as to exactly what you have to do and when. Walk no closer than fifty metres from your charges. (Evaders will usually have been briefed regarding what to do and the gap to their guide was often longer) Give no indication that you are travelling together. Check that your charge(s) is still following, but this  must be done discreetly e.g. look in a shop window; tie up a shoelace, light a cigarette if you have one, take any action that will camouflage a glance behind.

Be vigilant and always ready for the unexpected. Ensure that you are not being followed, vary your route and watch out for Razzias (street shut offs and searches.) If there is danger of capture and no other alternatives exist, as a last resort you may have to leave your charge to their own devices. (Some evaders were told this when being briefed)

If the handover to another guide contains a signal or action, be sure that your charge can see it.  (Evaders would usually be ready for this)

Remember that the men in your care will rely totally upon you. Until you deliver them they are your responsibility.

 

Next week: On trams, trains, bicycles and across the mountains – ‘A Guide’s Guide.’

© Keith Morley

 

 

 

 

 

Maurice Bricout - 'The Border Policeman' Part Three

False Papers for Albert Mattens as 'Jean Jacques'

The French village of Bachy

Yvon Michiels

After the liberation of Belgium, Holland and France, the Allies began to look at making awards to patriots who had helped evaders, in the form of citations, medals and reimbursement of expenses. 

On 13 March 1945 the French Forces of the Interior (Resistance Section W. O. O.F.A.C.M) issued a certification letter that Maurice Bricout had worked for their organisation from October 1943 and had ceased active service since 30 November 1944.  Preceding working for them they said he had been involved with another resistance group and French partisans.  It commended him for his work. In a further report from the O.F.A.C.M, Bricout states that in 1940 he helped several Allied soldiers hide before rejoining their unit and also a Polish officer. He adds that in April 1943 he liaised with resistance groups and worked with Eugene Dallendre to create an escape passage for pilots who had been shot down in occupied territory and used his home as a place of shelter for them on their way back to England. He also helped in the creation of two other escape routes and the evasion of more than 300 airmen with proof of this. There are also some references to actual sabotage operations he alleged he took part in.

The ‘Military Intelligence Service, United States Forces European Theatre’ were responsible for making the awards and reimbursement of expenses. In the case of escape lines, this would involve collecting written evidence in the form of testimonies and statements from escape and resistance operators and direct references to the person in evaders’ debriefing reports.

This was not a straightforward process.  Few operators kept written evidence for obvious reasons, but those that did were able to provide vital information. In the Comete Escape Line some evaders wrote ‘thank you’ notes before they left to cross into Spain. In the case of one Belgian resistance operator, evaders wrote letters of appreciation complete with their name and address in his a pocket book which he then carried around with him!  

In the escape lines, helpers often did not disclose their real names, giving an alias, codename or nothing at all. For the evader it was often easier to forget or not ask. If they were captured and interrogated, the less they knew the better.

Maurice Bricout wrote a number of long letters to the authorities around his work with evaders and the resistance. He also referred to the unsuccessful claim for some material assistance to reset up his home after it was sacked by the Gestapo. The numbers of evaders allegedly helped vary on the documents he completed.  He mentions 80 American pilots being helped in the line, then 65 aviators being sheltered; the statement to O.F.A.C.M says 300 with proof. On his initial questionnaire for helpers, only two evaders names are noted: Charles Elwell and Charles Carlson.

The file tells the story of how difficult the process for award and reimbursement could be.  On 4 September 1945 Major John White Awards Section summarises on a document.

‘Elwell and Carson say that M. Bricout helped them. They are not specific about what he did for them. 

According to the report of Yvon Michiels this gentleman with his brother Albert helped Comete in the frontier passage at Rumes. M. Soetemondt’  (fellow operator Lille section –also customs) ‘ states in his detailed report on the Comete crossings that he started working with Albert Bricout and later did considerable work with Maurice Bricout . He says that Maurice Bricout has done the greater part of work. M. Bricout is mentioned by Odile de Vasselot.’  (guide – Rumes to Paris)  Emilien Vifquin mentions him in connection with Elwell and Carlson.

There seems to be no indication of whether M Bricout was or was not paid for his activities. Apparently his losses are due entirely to pillage for which we have no responsibility.’

On 9 November 1945 Bricout visited the authorities in person about a Lt Sarant’s refusal to reimburse him for expenses he and his wife incurred in their work with the aviators.  He reported that he had been promised the money and burst into a tirade against the ingratitude of the Allies, swearing that he did not care about the money, but was upset that he had had no recognition for the great services rendered to the Allied cause. He stated that he was the most active member of the Comete line besides working for two other networks. He advised that the authorities had paid several other people he knew who were not deportees and who had not done as much work as he had. He himself had barely escaped arrest and his wife had taken his place. Bricout said he would put an article in the papers about the ingratitude of the Allies to the French sacrifice.

The Allies must have investigated the matter further as in July 1946 documents show that an attestation had been received ‘in glowing terms’ from main operator Albert Mattens (‘Jean-Jacques’) ( Bricout Post 1)  and that they have ‘complete confirmation of all work that the above has done.’

Bricout’s ‘Work Sheet’ for his ‘Expenses and Deportation Case’ shows in addition to claims already made references to three other evaders’ reports; they mention a French policeman, or staying at the home of a policeman for one night. The sheet also mentions Bricout’s  work on the creation of a second evasion Line. No British and Commonwealth evasion reports are noted or appear to have been considered, despite a number of clear references being  made in them to a French or border policeman. There is also a summary of how  he helped to create a new passage line through which it was alleged more than 300 aviators were convoyed.

Along with his wife, Bricout was eventually awarded The US Medal of Freedom with Bronze Palm. On the final document, the note includes a reference to Mme Elvire de Greef ‘Tante Go’ (one of the main Comete operators).

‘In view of the above we propose that a payment of 10,000 francs be made to Mme Bricout for imprisonment and expenses. Final settlement. On Mme de Greef’s advice this payment should be made definitely to Mme Bricout for her imprisonment, as M. Bricout , as a member of the Comet Line has made a statement that he does not wish to be paid for expenses.’   

The Allies were treading a difficult path with awards and expenses. Working with claims, allegations, corroboration, difficulties around facts and the political sensitivity of the time; reaching appropriate decisions was a potential minefield. Maurice Bricout’s claims around the number of evaders that he helped and the strength of his involvement in other lines alongside the Bachy to Rumes route contain a number of inconsistencies. This may have been what was behind Lt Sarant’s initial refusal to pay expenses. Weighty testimonies around Bricout’s activities from some key players helped shift the balance back towards him. But there is a suggestion of ill feeling amongst some Comete operators who saw these claims as showing off and forgetting fellow friends, who had worked for the same cause, took the same risks and then withdrew into the background preferring not to publicise their roles. 

In the author’s view, Maurice Bricout operated successfully from July to December 1943 on the Rumes to Bachy escape passage, taking similar risks as others in escorting evaders over the fields and sheltering them at his home overnight. After the arrest of ‘Jean Jacques’ in January 1944 he continued to help several other airmen. Bricout is also likely to have had an input on other lines along that stretch of the border whilst working with ‘Jean Jacques’ and Henri Soutemondt in the planning stages, his knowledge of the border being useful. The level of involvement in those lines after that would be best described as minimal.  The number of evaders he actually helped is thought to be considerably less than the 300 alleged and more in line with the 65 noted on the later document. The former figure is far too high even if it was directly attributable to the lines.

Some sympathy lies with Bricout as he had almost lost his home, narrowly avoided the Gestapo and seen his wife imprisoned and return from there in very poor health. This must have been difficult when he knew of others that had received recognition and compensation, and when across the liberated countries, people were suddenly emerging to allege helping the cause, when they had done little or nothing. 

Unfortunately he went about lodging his claim in the wrong way, but at conclusion the final award to Bricout and his wife may have reflected at an appropriate level the valuable work that they both did.  

No post next week as it is the Annual Comete Reunion in Brussels. I will be back in a fortnight.

Sources – NARA file for Maurice Bricout

© Keith Morley

Maurice Bricout - 'The Border Policeman' Part Two

The Customs Control Point in 2011 - Keith Morley

Maurice Bricout's House in 2011 - Keith Morley



Evader USAAF Charles Carlson pictured in the winter of 1943 with frontier guide Henriette Hanotte 'Monique' (left) and Raymonde HOËL (right). The latter operated in Comete with her sister Nellie. The evaders changed identity papers and money from Belgian to French at their home on the edge of Rumes before the border crossing. - 'Monique' Hanotte

Maurice Bricout was also described by Anne Jacobson Robertson in her book ‘The Road Home’ as wearing the uniform of the French artillery, yet in November 1943 F/O Robert Clements RAF 57 Squadron said in his evasion report:

‘We got off (the train) and walked across the border being guided by a Belgian Policeman who was very proud of the fact that he wore RAF battle dress.’

One of the guides in that sector, Odile de Vasselot recounted that:

 ‘Maurice Bricout arrived superb to see in his Customs Officer uniform.’ 

Despite conflicting information, Lieutenant Bricout is likely to have worn the uniform of a Customs Officer, or on rare occasions donned civilian clothes.  (see also last week’s post)

Working for the Germans as a Customs Officer, Bricout would have been able to use his inside knowledge of border activities to help the Comete Escape Line decide when and how to traffic the evaders out of the town of Rumes, over fields, past one of the Customs control points and on to his farmhouse in Bachy.

Evader reports indicate that Bricout did not always lead them over the border himself. On occasions the airmen followed their guides (usually one guide to two evaders), arriving at Bricout’s home via the back garden and farmhouse rear door. They would all stay in the kitchen and upon arrival, his wife Rachel would take over, ensuring that the evaders and their guides were given food and drink. Maurice and their son Rene would help in the traditional style of French hosts and the airmen reported their experiences favourably.  

P/O George Ward said

 ‘A few of us were there; I seem to remember there was quite a party.’

George Watt described in his book The Comet Connection how he was one of four escapees with a woman and a man as their guides. They came to a large farmhouse; the guides went in first before beckoning the evaders inside a large kitchen. Half a dozen people were already there; a woman, three or four men and a twelve year old boy. Food and wine appeared and there were toasts to the evaders, their guides, the Resistance and the death of Hitler. They laughed and ate, the wine flowed freely and everyone got pleasantly high.

Evaders and their guides would stay in the farmhouse kitchen for most of the night. There were no sleeping arrangements, as the house was not equipped to support these numbers. Enough time existed after the meal for a catnap before the guides left with their charges around 4.00am, each airman being given a baguette in greaseproof paper. The party moved across fields to Cysoing railway station where they boarded the early workmen’s train to Lille and subsequently caught the afternoon train to Paris.

The Comete Escape Line operated this route from August 1943 until the end of December. In early January 1944 the line collapsed again as the Abewehr and Gestapo moved in. Many key operators and helpers were arrested. Comete was decimated and would never fully recover, although it did bravely regroup. 

Maurice Bricout alleged that he continued to shelter and pass on various evaders to nearby houses as late as 27 July 1944, providing meat and butter for them costing 2,000 francs a month. On 10 July his house had been searched by the Gestapo and he disappeared afterwards to join the Maquis. On 27 July Bricout returned to the house to pick up some linen. The Gestapo were waiting. He managed to jump out of a back window and escape to the woods but his wife Rachel was arrested. The Gestapo completely ransacked and robbed the house, leaving nothing. Despite being tortured, Rachel never revealed information about her activities, the Organisation or Bricout’s whereabouts, and he never gave himself up. She was liberated in very poor health on 3 September 1944 by the Allies from the prison infirmary after the Germans had abandoned it in retreat.

 In claims to the Allies for compensation and reimbursement of expenses in connection with his work, Bricout alleged he had worked with ‘Jean Jacques’ in setting up a number of the six lines in that sector, had assisted soldiers to evade capture in 1940, guided or provided shelter/ food for over 300 evaders during 1943 and part of 1944 and had been left with nothing.

On 26 December 1946 Maurice Bricout was rightly awarded the US Medal of Freedom with Bronze Palm ‘for exceptionally meritorious achievement which aided the United States in the prosecution of the war against the enemy in Continental Europe from April 1943 to September 1944.’ A fitting reward in the author’s view, but that was only one side of the story.

Next week the final part. Why were there doubts expressed by the Allies around some of Bricout’s claims? Why in the US files did Lieutenant Sarant of the US Forces European Theatre of Operations give instructions that no compensatory payments were to be made to Bricout?   

© Keith Morley

 

Maurice Bricout - 'The Border Policeman' Part One

Maurice Bricout

 

Photographs For False Identity Cards

George Watt 

Hank Johnson

Edward Johnson

By the middle of 1943 it was no longer possible for the Comete Escape Line to traffic evaders directly to Paris over the Belgium/France border. German control had increased significantly on the trains and border points. Unless the evaders spoke fluent French and were well briefed with information to accompany their false papers they stood little chance of making it through to Paris.

 

Comete had also been significantly damaged in June by the arrests of key players. New tactics had to be adopted quickly and a plan implemented; evaders were still filtering their way into the line via Holland and Belgium. Main operators Jean-Francois Nothcomb (‘Franco’), Yvon Michiels (‘Jean Serment’) and Antoine d'Ursel (‘Jacques Cartier’) met at Orval on July 15 1943 to discuss the problem.

 

‘Jean Serment’ took on the responsibility of finding someone to formulate other routes and means of crossing the border into France. Only one suitable alternative was currently known, which was a passage via the village of Sivry, and this was utilised on foot.

 

Twenty four year old Albert Mattens (‘Jean-Jacques’) (already known to another major Comete operator Jules Dricout) was recruited to find, organise and oversee the implementation plus operation of the new routes. Variation would reduce the risk of arousing suspicion and discovery and if a route was found by the enemy the others could still be used.

 

The Belgian border town of Rumes became a starting point for one of the six passages. Evaders were escorted on foot under cover of darkness across the border to the sleepy French village of Bachy. Maurice Bricout was a 36 years old Customs Officer living and working in the Bachy area. He had returned to the job from serving in the French artillery after France had surrendered and its army had been demobilised.   

 

‘Jean Jacques’ had met Maurice and his brother Albert through his own work in Belgian customs. Albert became instrumental in the Sivry-Sars-Pottery route whilst Maurice operated via Rumes-Bachy.

 

These were dangerous times and the trafficking of evaders required careful structure and planning. Each route had its own system of convoying, which was varied when circumstances dictated.

 

On the Rumes to Bachy crossings, evaders arrived at Rumes railway station and were usually led to a rendezvous point where they would be met by new guides. They would be taken to a house on the edge of the village and there exchange their Belgian identity documents and money for French equivalents.

 

Sometimes the initial contact with their new guides was at the end of the station platform as George Watt describes in his book the ‘Comet Connection:

 

Watt got off the train at Rumes with his guide and another escapee. The ride from Brussels to the French border had taken about an hour and the two fugitives were led to the end of the platform where they stepped into a shadow behind a large structure. Waiting there was Hank ‘Tennessee’ Johnson the Flight Engineer in Watt’s B17 aircraft.

 

Johnson describes in his debriefing report what happened after Watt’s guide from the train left them:

 

‘Two girls and a man took us to a house where our Belgian money was changed into French and where we were given French identity papers. A short stocky man took us with the two girls to a French policeman’s house.’

 

Numerous evading airmen describe either being led into France by a French Policeman or Border Policeman or being taken to his house. The assumption with certain evaders that Bricout was a Policeman occurred because of the similarity (particularly in the darkness) between the uniform of the Customs officer and French Policeman.

 

Bricout did not always wear his uniform though as RAF Dambuster Edward Johnson observed in his report.

 

‘We were given new Identity Cards and handed in all our Belgian money. We were escorted by a Border Policeman in civilian clothing and stayed the night at the Policeman’s house.’  

 

...to be continued next week.




Sources

The Comet Connection - George Watt

Comet - Cecile Joan

Network Comet - Remy

US Archives Evaders Reports

National Archives Kew Evader Report

© Keith Morley

Blackout and Occultation

Occultation

Enforcing Blackout Regulations

Occultation Instructions

Evaders and escapers on the run in Nazi occupied Europe were no strangers to the blackout that was in force there. Most servicemen would have been stationed at some point in Britain or an Allied territory where it was already operational.

Aircrew were used to flying over a dark unlit Europe at night. Only the lights of neutral countries such as Spain, Portugal and Switzerland shone out of the void. Escapers and evaders often described seeing the twinkling lights of Spain with a sense of magic behind the words. It must have been a special experience for exhausted men to finally see tangible evidence that their journey was nearly over.

Once those travelling through Spain reached Gibraltar, they would have encountered a British held port where there was no blackout. With the Rock being stuck at the end of neutral Spain which had its lights unrestricted, throwing up a hundred per cent blackout would have served very little purpose especially with night bombing attacks highly unlikely.  

The man on the run in occupied territories would often travel at night. In the towns and cities, he moved around under cover of darkness before curfew and in the countryside it was better to journey after dark, then rest up and hide during the day. (A major difference from Britain was the introduction of curfew during the dark hours. Times and length varied depending on the location and state of civil unrest or resistance activity.)    

Occultation, as it was termed in France and Belgium came into effect almost immediately those countries fell to the Nazis, and like Britain, lights were shielded or extinguished at night. An extract from the May 24 1940 proclamation by Brussels Burgomaster Van De Meulebroeck relating to an occultation order is self explanatory:

 
"At nightfall, the lights in all houses and living quarters must be completely occulted.

Vehicles in movement must also be occulted; the light slit of the headlights may not be larger than 1cm in height and 8 cm in width. Infringers will be severely punished."

 
Specially occulted yellow lights were placed on top of some sign-posts in order to facilitate traffic in darkness, and window occultation material was used to cover windows and glass. Trams, buses and trains all had their sources of light shielded via shields, masks or blinds.
 

Families and businesses in the occupied territories often made up their own structures for covering windows and doors after dark so that light did not leak out, just as they did in Britain. Wooden frames with dark material stretched across became common, and these would fit on to the window. Outer shutters were closed where they existed and thick curtains lined with light resistant fabric were also used instead of or in addition to the main covering. A major difference existed in the colour of material or covering used for keeping light from showing out from of buildings. In Britain, whilst similar methods were utilised to cover windows and doors, black was the standard colour. In Belgium and France this was associated with bad luck and death, so a dark navy became the prevalent colour.

 
Edouard Reniére recounted his experience of blackout as a boy in Brussels:

‘I remember the decalcomania my parents applied on the glass panes of our apartment in Brussels. These were thin decorated plastic sheets with one side to be moistened before applying to the glass.’

 
The main result in villages, towns and cities were communities relying largely on moonlight or any dregs of natural light left, although evaders in Paris in 1943 reported the existence in some places of faint shielded street lighting lit by small blue glim bulbs.

The evader and escaper would often travel at night. In towns and cities, they moved around under cover of darkness before curfew and in the countryside it was less risky to get about after dark then rest up and hide during the day. RAF evader Alfie Martin reported an unusual incident in the darkness when he was taken at 4.00am to catch an early train in Lille. He said it was still dark and there were only a few people about. Of these some were searching the streets with torches. Bewildered by their behaviour he quickly realised that they were collecting cigarette ends. 

 

Sources

Thanks to Edouard Reniére for information and memories on occultation

Bale Out Escaping Occupied France with the Resistance – Alfie Martin 

© Keith Morley