Hitler's Atlantic Wall

Normandy

Paul Williams

• Publisher: Pen & Sword Military
• Year: 2013
• Print ISBN: 9781783030583
• eBook ISBN: 9781473828377
• Topic: Storia
• Subtopic: Storia militare e marittima

This highly informative book begins with an examination of the background to Germany's primary military objectives in relation to the western end of their self-styled 'Fortress Europe' including the early foundation of shore defences in northern France.In 1941, there was a switch in emphasis of the Atlantic Wall's role from attack to defence. Beach defences became more elaborate and the Nazi-controlled Todt Organisation began a massive building programme constructing new bunkers and reinforcing existing sites, using forced labour.Hitler appointed Rommel to formulate Germany's anti-invasion plans in early 1944. At the same time the Allies were making extensive studies of the fortifications and preparing for the challenge of overcoming this most formidable of obstacles.Using, in many cases, previously unpublished accounts of the soldiers on the ground this book follows Britain's 79th Armoured Division, Sir Percy Hobart's 'Funnies', as they utilised their unique weaponry in support of Allied efforts to ensure the success of the invasion. The author draws on British, American, Canadian and German sources.Hitler's Atlantic Wall Normandy also includes information on war cemeteries along with travel information and accommodation suggestions and a guide to the relevant museums.

Chapter One

ORGANISATION TODT

BRITISH INTELLIGENCE reported in 1945 that in just over four and a half years Organisation Todt carried out the most impressive development and construction programme since the halcyon days of the Roman Empire.

More than 1,400,000 men built bunkers, roads, blockhouses and bridges for the Wehrmacht but, though they wore predominantly black uniforms with swastika armbands, the majority of their number were neither soldiers nor members of a party organisation. Almost uniquely a Nazi body independent of party control, the Organisation Todt was the only organisation in the Third Reich, besides the Hitler Youth, to be allowed to bear the name of a member of the party elite. Ideally placed to garner the fruits of Hitler’s expansionism without carrying the stigma of what the Nazi’s stood for, the reactions it name provoked could vary from adoration to fear but it was still a remarkable product of one young engineer’s vision.

Fritz Todt studied engineering at Karlsruhe before enrolling at the Technical College in Munich. The First World War was to bring a temporary halt to his education. He distinguished himself on the battlefield, winning the Iron Cross while attached to the infantry and later earning a mention in dispatches as an observer in the embryonic Luftwaffe. Following the cessation of hostilities, he returned to Munich to finish his studies before starting work with Grun & Bilfinger AG Mannheim, moving on to civil engineers Sager & Woerner in 1921.

The defining moment in Todt’s life arguably came a year later when he decided the ideology of the new Nazi party was closest to his way of thinking. Rising quickly through the ranks, Fritz Todt was promoted to Oberführer (a rank roughly equivalent to a Brigadier General) in 1931. It was also around this time that he completed his doctorate Fehlerquellen bei der Konstruktion von Asphalt und Asphaltdeckschichten, which translates as, ‘Sources of defect in the construction of tarmac and asphalt road surfaces’. Two years later Hitler appointed him Inspector General of German Roadways and, following his supervision of Germany’s still impressive autobahn network, he was promoted again to General Commissioner for the Regulation of the Construction Industry in 1935 and given the military rank of Generalmajor in the Luftwaffe. Todt’s vision and engineering expertise hadn’t gone unnoticed abroad and in 1936 he was awarded a Nobel Prize for Science, though Hitler was to forbid his acceptance. Two years later, Organisation Todt was born.

In 1938 Todt, by now indisputably Hitler’s chief architect and engineer, had been commissioned to complete the building of the West Wall on the German-French border without delay. To do this he brought in the gangs he had used to complete his newly-built autobahn system. Further, he had the authority to mobilize the RAD.

The RAD (Reichsarbeitsdienst Männer) were groups of civilian workers, often between 1,200- and 1,800-strong, who could be called upon to serve the state in times of need. They were equipped only with a spade and a bicycle but would often be ferried to where they were needed by those members of their party who had access to a truck or car. Between 1938 and 1940, 1.75 million Germans were conscripted into the RAD and the gangs were a familiar sight at the roadside, gathered together in the early morning light awaiting transport, their shovels (polished until they gleamed) shouldered like rifles. Most work parties had a political activist attached to remind them they were working for the good of Germany. Some would even have ‘troublemakers’ inserted to root out possible resistance to the Nazi doctrine. The RAD was, after all, regarded as a valuable tool in the indoctrination of the masses.

Chief architect of the Third Reich, Fritz Todt, discussing a building project with Hitler.

Throughout the war, sabotaging any form of engineering project was punishable by death, which acted as a particular deterrent to ‘guest workers’ (Gastarbeitnehmer), prisoners of war, concentration camp internees and civilian ‘volunteers’ who were used in increasing numbers after 1940. From 1942 until May 1945, it is estimated that Organisation Todt employed 1.4million labourers on projects directly connected to the war effort. Only one per cent were Germans, often those rejected for military service. Around the same amount was forced labour from concentration camps with the remainder prisoners of war or civilians from conquered countries. Whatever their nationality, all were treated as slaves. Most did not survive the war.

In the latter stages of the Second World War, the RAD developed into an almost exclusively military faction, manning anti-aircraft guns and seeing action on the Eastern front as well as being used on the frontline as the Allies advanced across Europe in 1945.

Todt also used the Heer construction battalions to build his defences, placing his trust in the principles of private enterprise, the art of innovation, and the triumph of technical rationale over bureaucracy. Under Todt’s supervision in 1938-39, almost half a million workers constructed concrete bunkers on a scale that had never before been contemplated, leaving the military to plan its invasion of Poland without the need to worry about interference from the French.

Following the outbreak of war Todt, as a close confidante of the Führer, was given an ever increasing number of construction tasks vital to the war effort. The Organisation Todt followed the conquering Wehrmacht across Europe, repairing bridges, dams, road systems and bombed factories, and in the process playing a large role in exploiting the occupied countries.

In the Balkans, it was responsible for the mining of ores essential to the German war effort and their shipment to key manufacturing sites in the Ruhr valley; and the roads on which Hitler’s divisions marched to Yugoslavia and Greece were upgraded. In the west building gangs, often including local forced labour, were put to work from Norway to the Bay of Biscay via the Channel Island to construct the Atlantic Wall. The great U-boat pens in St Nazaire and elsewhere and the construction of airfields used in the bombardment of Allied convoys to Murmansk were also the work of Organisation Todt as, later, were the launching ramps for the V-1 ‘doodle bug’.

After February 1940, when Fritz Todt became minister for weapons and munitions, he was given ever more responsibility for the war economy. The Organisation Todt expanded in consequence, recruiting large numbers of foreign workers. It was, however, attracting fewer Germans with most able-bodied men being conscripted into military service. Those employed after the summer of 1940 had an average age of fifty-three.

A huge percentage of the Organisation Todt’s members were young non-Germans, however, with many of those who volunteered signing contracts they didn’t understand. But most foreign workers had no choice but to accept the terms of their employment. They were either slave labour, drafted in from concentration camps, or prisoners of war. They would be forced to work long hours on meagre rations and often had to sleep on the building sites themselves, under the close supervision of the SS.

In June 1941, as Hitler ordered the invasion of the USSR, it was soon realised that German military construction battalions alone were not capable of providing the necessary engineering support required to ensure Operation Barbarossa didn’t stall.

It was probably at this point that the Organisation Todt became an integral part of the Nazi machine, though its founder remained adamant that his organization wasn’t made an official arm of the Third Reich. Todt still had one eye on the future and thought that a closer affiliation to either the party or the armed forces would reflect badly on his organisation in the event Germany was to lose the war.

Whether this stubborn refusal to be totally immersed in the German hierarchy was directly connected to Fritz Todt’s mysterious death in February 1942, nobody knows or can prove. But there was more than a suggestion of skulduggery. Todt was being flown back to Berlin from a meeting with Hitler at his Wolf’s Lair at Rastenburg (now in Poland), ironically a complex that Todt had designed and supervised the construction of. He had reportedly had a heated discussion with the Führer over the prospects of success on the Eastern Front. His Junkers 52 exploded in a fireball shortly after take-off; he was aged fifty.

Fritz Todt was buried with full military honours in Berlin and became the first recipient, albeit posthumously, of the new German Order (Deutscher Orden). On the day of his funeral, Britain’s Foreign Broadcast Monitoring Service recorded the following from the Federal Communications Commission (some of the text had to be assumed due to poor radio reception). It not only eulogised Todt’s contribution to the Nazi war machine but it also gave an insight into the thinking at that time as regards objectives;

The whole German nation knows that the death of this man means an irreplaceable loss for us. It is not only the creative personality which was taken from us, but it is also the loyal man and unforgettable comrade, whose departure touches us so deeply.

Dr. Todt was a National Socialist. He was that not only intellectually, but also with his whole heart. The first contact with the Party was in the year 1922, the first encounter with me personally had not only drawn this man inwardly to me, but also bound him outwardly to adhere to what he envisioned as the only possibility for a German renaissance.

The combination of the national concept with the social concept did not appear to this technician and engineer, who at one time depended for his living on the labour of his own hands, as a problem to be solved or even as a question to be answered, but as the categorical obligation of the struggle for a real German re-arming, which had to be more than just a mere restoration of an external form of government.

As early as 1922 this man saw clearly that the aim of a German revival had to be, not a restoration of shattered old forms, but a revolution of the German spirit, of German thought, and hence of the German people in its inner social order.

In 1919 he completed his studies and in the winter of 1920 passed his final examination at the School for Advanced Technical Studies in Munich. It is interesting to note that the subject of his doctor’s thesis at the School for Advanced Technical Studies in Munich is the following: “Disadvantages of Highway Construction using Tar and Asphalt.”

On the 5 of January 1923, Dr. Engineer Fritz Todt of Pforzheim finally joined the National Socialists, namely in the local troop at Oetting in Bavaria. Immediately after the ban against the Party was lifted in November 1923, he became a full member and remained one until January 1925. In the meantime he was unswervingly active in the Party after various charges against him were finally quashed.

In 1931, he joined the S.A. (Storm-Troopers) and to assert himself as a real National Socialist, began as a lowly trooper. He then becomes a squad leader and in the same year he advanced to standard bearer. By 1938, he had risen to Chief Leader, Brigade Leader, and finally Chief Brigade Leader. Only his activity in the Party is not all expended in the service of the Storm Troopers. In the beginning he was an associate of the Progressive League of German Architects and Engineers in Munich and, in addition, is Technical Consultant of highway construction in the then existent office for Economic coordination and Work Procurement of the N.S.D.A.P. (the National Socialist German Workers Party.) In 1932, he had already amalgamated the Construction Engineers and Countrymen League and the Progressive League of German Architects and Engineers with the Technical Bureau, resulting in the National Socialist German Technical Union under his leadership.

After long discussions I entrusted him, on 30 June 1933, with the task of building the new Reich’s auto roads, and in connection with this, the general reform of the whole German highway construction system, as general director of construction for the German highway construction system. With that, this man had found a frame which he began to fill in a truly incomparable and imperishable way.

The German Reich’s auto roads are, in the planning of their layout and the execution, the work of this quite unique technical and artistically talented man. We can no longer think of the German Reich without these roads. In the future also they will find their continuation as natural great communication lines in the whole European transportation region. But what has in addition been done in Germany in this same time in the broadening and improvement of roads, in the elimination of bad curves, in the construction of bridges is so incomprehensible in its scope, that only an exhaustive study will permit a comprehensive and just conception of the accomplishment in its entirety.

Thus, it was only natural that this man was appointed chief administrator, first, for the regulation of all construction, and that then, in the Four Year Plan, he was given a special position as Inspector General for special projects.

Meanwhile, the clouds of a more and more menacing war danger began to gather about Germany at that time already. When it could no longer be ignored, especially as a result of the unswervingly inciting speeches of Churchill and his following in England, that in view of the uncertain situation of the parliamentary democrats in those countries there might be a sad change of regime working against peace, I was obliged to make provision for the defense of the Reich on a large scale and as soon as ...

Table of contents

• Cover
• Title Page
• Copyright
• Contents
• Introduction
• Glossary
• Chapter One: The Organisation Todt
• Chapter Two: Atlantic Wall Bunker Construction
• Chapter Three: The Founding of Hobart’s ‘Funnies’
• Chapter Four: The Canadian Perspective
• Chapter Five: Disabling the Cotentin Batteries
• Chapter Six: Merville – The Impossible They Did
• Chapter Seven: Longues sur Mer – Air and Navy Supremacy
• Chapter Eight: Western Coast of the Cotentin Peninsula
• Chapter Nine: On the Beaches
• Chapter Ten: Fortress Or Folly? Conclusions
• Chapter Eleven: Recommended Tour
• Chapter Twelve: How to Get There
• Acknowledgements