Military Collections in Sweden – Second Chapter

Visiting southern Sweden offers many opportunities to dig into the rich military history of this beautiful Country in Scandinavia. As pointed out in the initial chapter on this topic (see this post), after centuries spent in assuring a stable and strong position in Northern Europe, often times with the help of a powerful military, Sweden managed to keep a neutral role in all major conflicts raging over the continent in the 20th century. While avoiding to openly taking the parts of any of the foreign contenders, in order to defend its territory and its neutrality policy, Sweden invested much in the development of national technology and in the military field.

This process was successful, resulting in a gallery of interesting and original industrial products introduced over the years, especially (yet not only) in the field of defense. Among the most tangible outcomes of this push, considering the years of the Cold War, are the unique Swedish school of aircraft design, culminating in the SAAB aircraft dynasty, as well as the establishment of factories manufacturing field weapons or land vehicles for all purposes, notably ranging from cars for everyday use to heavier armored vehicles, which are still in business today.

Of course, this development process profited from contacts with the West, especially Britain, France and the USA. For instance, in the post-WWII years, selected jet engines, missile systems or tanks were purchased from the West. Interestingly however, after the end of the Cold War, some surplus material of Soviet production, coming from newly opened borders, ended up in the inventory of the Swedish military. This reflects the often pragmatic philosophy behind procurement, usually adopted by the Armed Forces in this Country.

For those with an interest in the rich military history of Sweden, several collections can be found in the southernmost part of its territory, which is coincidentally the easiest to reach and visit from continental Europe. These collections, often actively supported by groups of enthusiasts, offer a glimpse of the technical and military tradition of this welcoming Country.

In this chapter, two of the most prominent museums in the area dedicated mostly to artillery are covered, with photographs taken from a visit in 2024.

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Sights

Hässleholms Museum, Hässleholm

The exhibition of the Hässleholms Museum merges a few thematic collections, gathered and carefully maintained by local groups of enthusiasts. The topics are mainly technical vehicles of the Swedish Armed Forces – including armored vehicles, field transport vehicles, trucks, field kitchens, jeeps, special purpose trailers, etc. – and vehicles for the fire brigade. In addition, the museum has on display weapons, technical gear and training material employed by the Army.

It is actually from here that the exhibition starts. Support material like transportable field kitchens, including one from WWII years, and a portable forge for processing horseshoes are on display, within nice full-scale dioramas portraying scenes from different ages.

Training material include medical material and a rig for simulating a reanimation maneuver on a human body. Further medical gear includes many items for field surgery, as well as a diorama of field surgery room set up in a tent.

A huge, super-interesting collection of training plates is on display – really rare in this size. Plates are typically employed for illustrating the assembly of mechanical systems (weapons, on-board systems of vehicles or aircraft, etc.), or to shortlist the basic characteristics of enemy vehicles. Most of these clearly date from the Cold War era, and refer to military material from those decades.

Original cases with figurines to recreate tactical scenarios, for operation planning or training purposes, make for an unusual display. Similarly, reviews and brochures covering topics of military interest, as well as vehicle recognition charts in Swedish language (in this language are also the training plates) are unusual items to find.

Some of the plates explain what to do in case of a nuclear attack, or one carried out with chemical agents. These plates are displayed together with protection gear, mostly gas masks, and antidotes – including an automatic syringe for injecting the neutralizing agent for nerve gas (atropine)!

Artillery weapons, like special grenades, shoulder launchers, and various types of mines and standard cartridges, are displayed as samples in convenient display cases.

Even a few fragments of the Third Reich battleship Tirpitz, sunken in northern Norway, ended up here – as well as in many other military museums in Scandinavia (see this post). These armor pieces have been employed for testing some type of ammunition. The thickness of this armor is always impressive!

A gallery of uniforms, including personal light weapons and technical gear (like skis or portable aiming devices) conclude this part of the exhibition.

The collection of military vehicles takes two adjoining hangars. It is particularly appealing for technically-minded people, since it looks like mechanics workshop, with a mixture of assembled and disassembled vehicles, allowing to see the inside, as well as the on-board sub-plants.

Armored vehicles on display are really many. Among the most massive are a Centurion battle tank, and a recovery vehicle for the same type. This highly successful British tank has seen extensive and prolonged use by the Swedish Army from the early 1950s to the 1990s, when it was phased out in favor of the German Leopard heavy tank. Depending on the variant, the Centurion was attributed several code-names in the Swedish inventory, namely Strv 81, 101, 102 and 104 (Strv standing for Stridsvagn, the Swedish word for tank).

Ahead of the tank, you can see its very power train, composed of the mighty Rolls-Royce Meteor, 27 liters V12, 650 hp engine, and the Merrit Brown Z51R transmission gearbox. The recovery vehicle is roughly as massive as the tank itself.

Close by the Centurion, another sizable item is the armored bridging vehicle Brodbandvagn 971 (aka Brobv 971), which is the Swedish inventory name for what is actually a GDR-designed machine! Looking for a bridging vehicle compatible with the weight of the Leopard tank, a relatively cheap alternative was found in the BLG-60 model, originally manufactured by the German Democratic Republic (GDR) modifying the blueprint of the Soviet T-55 tank, and later sold as surplus by reunified Germany. Roughly half of the 32-units batch got from Germany in 1999 is still preserved today in Sweden, including the exemplar on display here.

The bridge span is 20-m when deployed, and the top load is 50 tons (actually a bit short of the weight of a Leopard tank…).

Next, a rare sight here is the Rlpbv 4014 radio link armored track vehicle. Again, this was originally an East German tank purchased as surplus by Sweden. It was modified in that instance from the original Soviet design (named MT-LB) into a signal relay platform, supplied with parabolic antennas. The latter were removed from the tank upon retirement, which took place by 2011, together with all technical gear. Only a few machines were sold to Finland at the time, and the exemplar in the museum is the only surviving of this specific type in Sweden.

Close by are a Pbv 301 and a Pbv 302 armored and tracked infantry fighting vehicles, designed and largely employed by Sweden. Pbv 301 dates from the 1960s, and was superseded by Pbv 302, eventually manufactured in more than 600 exemplars during the Cold War and employed uniquely by the Swedish Army until retirement in 2014.

Bigger and heavily armed vehicles are interspersed with service vehicles, typically designed in Sweden, or propelled by Swedish engines. These include a trucks with cranes, field ambulances, technical wagons with tooling for repairs carried out in the field.

Motorcycles are well represented too, some of them with interesting side skis, installed for advancing on snowy terrain.

A rather unusual sight is a full-scale field bakery! This is composed of a trail to prepare bread dough, and a big bakery oven. This and similar components of military supply, albeit often overlooked, are actually crucial in real operations, just like field guns and armored tanks – a quote attributed to Napoleon actually tells ‘An army marches on its stomach’!

Smaller items on display in the same area include several types of engines, presented on transport cases, attached to testing rigs etc. These engines range from Volvo to some US manufacturers, and include marine engines, tank engines and gas generators.

Another highlight of the show is a Stridsvagn 103. An original Swedish design from the 1980s mostly intended for domestic supply in consideration of the characteristics of the Swedish territory, this tank is designed for a crew of three, but conceived to be optionally fully operated by a single crew. It is equipped with a blade to prepare a dugout, thus converting into a field cannon, and it is able to move in shallow waters. The only limitation is in the lack of a turret, which is traded-off for a better compactness and low-rising side section, which in turns makes this tank less exposed to enemy fire especially on uneven terrain, where chance of hiding is higher.

Beside the tank, it is possible to see the engine, and the corresponding tank-trailer and support vehicle, a tracked vehicle itself called Bgbv 82, and obtained as a modification of the Pbv 302 (see above).

Nearby, several technical vehicles, including trucks and trailers (some with provision made to carry skis!), can be checked out as well.

An interesting Swedish vehicle here is a tracked anti-aircraft missile launcher, model Lbrbv 701 manufactured by Hagglunds. The main weapon is the surface-to-air missile Robot 70. The aiming device is particularly prominent to the front of the vehicle.

An array of three anti-tank machines is presented next. The first is a tracked anti-tank missile carrier, named Pvrbv 551, and originally capable of carrying 8 anti-tank missiles, shot from a single barrel on top of the tank. The second is a wheeled vehicle, named Pvpjtgb 1111 and manufactured by Volvo. This still carries a 9-cm recoil-less gun, and it was supplied with 8 shots. The third is a Pvpjtgb 9031, an even lighter vehicle from the 1960s, featuring again a 9-cm recoil-less anti-tank gun.

A few tanks designed in Sweden conclude the display in the first of the two dedicated hangars. On the two extremes of the same row are a Strv 74 and an older m/38, aka L-60. The former was a light tank developed in the late 1950s by physically modifying older m/38 models (both types were manufactured by the Landsverk company in Sweden), and kept in service until the 1980s.

In between these two tanks are displayed a Strv m/42 and two exemplars of the self-propelled cannon m/43, respectively a tank-destroyer version (Pvkv m/43) with a prominent 7.5 cm anti-tank gun, and anti-aircraft version (Lvkv m/43), featuring a 40 mm twin-barreled anti-aircraft gun.

The second hangar has in store a rare Strv m/40, developed during WWII based on the m/38 (see above). All other vehicles on display are wheeled. These include the Tgbil m/42, a 4×4 armored transport. This vehicle is an impressive Swedish design (with several big names involved in the design) enjoying an incredibly long career, spanning from WWII to the early 21st century through several upgrades and modifications.

Another iconic Swedish design by Volvo is the TP21, an off-road personal transport vehicle, originating in the 1950s from the successful PV800 civilian series by Volvo.

Also in this area field kitchens are on display, together with trucks, tractors and other technical vehicles.

The final indoor component of this impressive collection is made of vehicles belonging to the fire brigade. The crucial role of firefighting was made even more complex back then, due the limited supply of pressurized water on the territory, as well as the use of wood as the basic material for construction, and of open fire for many more uses than today.

The earlier vehicles are mostly carriages or cars converted for carrying small pumps, evacuation ladders and water hoses.

More modern vehicles on display are mostly US-designed types (Ford, Chevrolet).

The collection in Hässleholm is completed by a few items sitting outdoor. These include a Volvo P210 transport van, a red Hägglunds Bandvagn 206 – a marvelous and very successful multi-purpose, all-terrain tracked transport (see also this post) – and a Brobv 941, a bridge-layer vehicle introduced in the 1970s and in service until the end of the Cold War to support operation of the tank units of the time.

All in all, this museum is an unmissable stop for those in search of an insight on the history of artillery and military technical production of Sweden.

Getting there and visiting

The museum is located on the eastern side of Hassleholm, a peaceful village in the southernmost region of Sweden. The exact name and address is Hässleholms Museum – Norra Kringelvägen 9, 28141 Hässleholm. Large parking on the inside apron. There is a little cafe inside, and a little shop. Visiting might easily take about 2 hours for an interested subject, reading the documentation and taking pictures.

The website, in Swedish language, but pretty self-explanatory at least for the most relevant visiting information, can be found here.

Artillerimuseet i Kristianstad, Kristianstad

The Museum of Artillery has been established in the southern town of Kristianstad, for roughly two centuries the home of the A3 ‘Wendes’ Artillery Regiment. This was originally formed in 1794, and stationed permanently (partly or entirely) in Kristianstad since 1815 until 1994, with disbandment following in the year 2000.

The collection is physically hosted in a few low-rise buildings and depots. Most of them are accessible on a self-guided base, where a couple of them can be visited only on a guided tour.

The building where the ticket office is has on display some interesting communication equipment, including encryption gear, retracing the history of military communication in Sweden from the end of the 19th century to the full span of the Cold War.

Most of the consoles are made in Sweden, but some made by Nokia, Philips or Siemens are similarly on display. In the same room the history of grenade construction is illustrated, through relevant specimens of shells and cartridges.

An adjoining building is employed for gatherings by veterans, sympathizers and preservation groups, and usually showcases an annual temporary exhibition. At the time of my own visit in 2024, the theme of the exhibition was the combat-readiness in Sweden, from WWII onward.

The other buildings are former depots, and offer a wide range of artillery pieces and military vehicles, covering the history of artillery warfare in Sweden.

The artillery pieces on display in a first depot are from the 19th century. They include some very interesting one-of-a-kind exemplars, for example a French cannon from Napoleon’s army! The iconic ‘N’ mark of the French Emperor is still intact on top of the barrel.

Another interesting item is a rocket launcher, made in Sweden from 1832, and cloned from an earlier British model. This early system, well ahead of its time as a concept, was not satisfactory in terms of field performance, thus it was phased by 1846. Additionally, an early multi-barreled gun from 1875 has been restored by volunteers to an almost pristine condition.

An experimental recoil-suppressing gun carriage, with a prominent metal spring integrated in the structure, is on display along with many pieces which allow to appreciate the gradual improvement in the technology of field guns over the 19th century.

The exhibition on artillery pieces is continued in another depot, mostly with horse carriages, needed for the movement of artillery, as well as with position artillery. The big calibers here, mostly made in Sweden, offer a very complete display of the catalog of guns employed for defense. Typically too heavy for quick repositioning, the purpose of this type of gun was that of defending fortresses or coastal positions.

Moving on to the last two depots, these deal mostly with the Cold War era. In a first one, artillery technology from the Cold War era is on display, including guns, as well as tons of technical devices for aiming, communicating, taking field measurements, etc.

Among the artifacts on display is an original camera for reconnaissance troops, as well as incredible traces of an espionage operation! You can see two maps of the same location, one released by Swedish authorities, the other by the Soviet Union. The latter is clearly way more accurate than the former, when it comes to describing a site of military interest, undisclosed on the Swedish map. Based on the date of the Soviet map, the espionage activity must have taken place in the early 1960s, at the height of the Cold War.

A diorama displays a reconstruction of an entrenched observation post.

Two adjoining dioramas reproduce a fire control post and a gun emplacement for a 10.5 cm howitzer. This design from 1940 saw action well into the 1960s and the Cold War, which is the time of the gun emplacement diorama. Notably, a muzzle velocity measurement system is mounted on the cannon.

Measuring atmospheric conditions in the field is an often overlooked component of artillery action, but it is actually crucial when good precision is required for a hit. Especially when a cannon is capable of hitting way ahead of its muzzle, a good knowledge of the state of the atmosphere – including wind intensity and direction, as well as the temperature and other properties of air – between the cannon and the target is totally relevant for accurately computing the trajectory and hit point of the shell. For example, a substantial error of some hundred meters on a hit may result for a shell travel of 20-30 km, typical for a high-performance field cannon of the Cold War, even for a mild wind below 10 knots.

An aiming system PE07/R based on a radar and a balloon with onboard sensors is on display, intended for the 10.5 cm howitzer.

A much more modern weather radar and fire control station for the Bofors 15.5 cm FH77A field gun can be similarly checked out. Dating from the 1970s and the early digital era, this original Swedish system offered improved range (almost 20 km) and accuracy with respect to all previous models.

Two exemplars of the FH77A gun are on display as well! The cannon had a good maneuverability and autonomy of motion. It could be transported on longer distances coupled to a Scania 411 truck, also on display.

In the same room are a French 15.5 cm cannon, acquired in the 1950s, and a much older Krupp 21 cm howitzer. The latter, a German design from 1917, represents the top caliber ever pressed into service by the Swedish artillery, and saw action in Finland, where it was leased out during WWII (see this post).

A bit of an outlier here is a diorama of a cavalry charge from the 19th century – which is however impressively well-crafted!

The last depot is especially lively in the summer, when vehicles mostly preserved in fully working conditions are taken out on the apron! Anyway, the depot is also interesting as a static display, with many well preserved items, all formerly in service with the Swedish armed forces.

These include first a full range of motorbikes, some of them today rather sought-after classics! They are notably of different makes, including British makers like BSA, Triumph and AJS.

A self-propelled, tracked 15.5 cm cannon, listed as Bkan 1A in the inventory of the Swedish Army and made by Bofors in 1965, stands in front of an older m/43 self-propelled gun, from 1943.

A PBV 301 armored transport and a Caterpillar bulldozer frame an interesting Radiobandvagn 203B. This articulated tracked vehicle resembles the Bandvagn 206 (see above), but it was manufactured by Bolinder Munktell, Sweden. It dates from 1967, but the Volvo engine looks like brand-new!

A US-made Dodge T214, a highly successful machine produced in more than 250,000 units, is on display in its original late-1940s Swedish camouflage. Sweden acquired more than 200 of these utility vehicles from a surplus deposit in France, after WWII.

An example of Pvpjtgb 9031, with its distinctive recoil-less anti-tank cannon, and a Pbv 302 (see above), are on display alongside many military transport vehicles, mostly made by Volvo.

An interesting item is a gas generator designed by Ford, yet bearing Swedish labels, hence likely intended for the Swedish market. This device could employ wood or charcoal to produce gas, which when suitably processed through heat-exchangers, can be employed to run an internal combustion engine. In an emergency situation, like when facing a shortage in oil supply, this type of device can be profitably employed to propel vehicles. This was a rather widespread option during WWII. Bulkier designs can be employed for running larger piston engines, e.g. for electric power production.

On the apron between the depots, more vehicles and guns can be found. Some of them are typically recovered under a roof in the winter, to be taken out in the good season. These include perfectly working examples of a Volvo TP21 military transport (see above) – a predecessor of the modern XC90 SUV! – and a massive Volvo HBT artillery tractor. This half-track vehicle was based on a German design. It was built in Sweden in roughly 100 units, and employed for transporting troops, as well as cargo, including cannon trailers or self-propelled cannons. The speed of each track is controlled together with the direction of the front wheels by the pilot’s yoke, allowing for an easier steering action.

Finally, a few more guns are on display outside, including a rare m/1946 multi-barreled cannon made by Bofors, and even a Soviet 12.2 cm gun m/1932-1937, largely employed within the Soviet Bloc, from Stalin’s era to the 1990s, and donated by a Czech artillery collection to the Artillerimuseet.

Getting there and visiting

The Artillerimuseet can be reached at the address Köpingevägen 86-30, 29163 Kristianstad, which corresponds to a nice countryside location, roughly 3 miles south of the small center of Kristianstad. Access is via a short unpaved road, and the parking area inside is very convenient.

The place is run by knowledgeable volunteers, mostly former military staff. A visit of what is described here, which corresponds to what you can see on your own without a guide in the good season, may take about 1.5-2 hours for an interested person.

Please note that the cashier accepts only cash (possibly other forms of electronic payment available for Swedish residents). The website (mostly in Swedish) with full information is here.

Military Collections in Sweden – First Chapter

When visiting the countries of northern Europe as a foreigner today, you may be easily captured by the beautiful landscapes and elegant architectures, as well as the great food options and the generally exceptional hospitality. Actually, a visit to Scandinavia will hardly disappoint, either in the summer or in the cold season. Everywhere looks like an ideal place for having a good time off.

However, digging in the military history of Norway, Denmark, Sweden and Finland, you might be surprised. Actually, since medieval times peaceful mutual relations have been built very slowly over the years in the area, going through centuries of unrest and struggle often culminating in open wars. In the global conflicts brought about starting with Napoleon until the end of the Cold War roughly 190 years later, the Countries around the Baltic sea have been in the center of a theater of operations of their own.

World War II and the Cold War

Looking at WWII and the Cold War era, the roles of Northern-European countries have been significantly different. Denmark, geographically untenable in front of the German enemy, was taken by Hitler’s Third Reich forces almost overnight, with Norway following shortly after. This gave birth to fierce resistance actions, trying to jeopardize the activities of the enemy. Norway was in the focus of much attention by the Western Allies, who tried to land in Narvik, sank battleship Bismarck, bombed the heavy water plant in Vemork, and transited in its arctic seas to feed Stalin’s Soviet Union with much needed supply (see this chapter). Conversely, Finland fought a fierce war against the USSR, ending up as an ally of Germany after the start of Operation Barbarossa, and finally turning against the Wehrmacht on agreement with the USSR, and managing to leave the conflict in 1944 (see this chapter).

Finally, Sweden did not take part to offensive military actions in WWII, managing to keep a neutral role through delicate diplomatic actions. For this neutrality to be credible however, the Country had to be defended, and its border – both on land and along the shoreline – actively guarded. This meant the construction of many forts all along the Baltic coast, to the west, south and east, as well as ground installations along the border with Finland. Similarly, the military tradition of Sweden, that in modern times date at least from the 17th century, when in the Thirty Years War Sweden managed to take a primary role in the balance of powers in Europe, was not discontinued at all. Despite neutrality, traditional manufacturers of fine firearms and shipbuilders were flanked over time by companies making excellent heavy-duty vehicles, armored tanks and aircraft.

In the Cold War period following the end of WWII, Scandinavia got a possibly even more central status, due to its proximity with the USSR and the control it could exercise on the sea accesses of the Soviet Union to the Northern Atlantic. Where Denmark and Norway joined NATO (see this chapter for Norway, this for Denmark), Finland and Sweden kept a neutral role. Once again, Sweden, not entangled in a complicated post-WWII deal with the USSR unlike Finland, could develop the credibility of its neutrality, preparing for defending against the Soviet threat with a build-up of its armed forces, and the development of original and high-tech military solutions, tailored to its territorial and climatic needs, carried out mostly in-house.

Traces in Sweden

The facts of WWII and especially of the Cold War in Sweden have left relevant traces, which are proudly preserved for the public either in world-class exhibitions, sometimes prepared on the very site of former military installations, or in smaller, well-crafted and much detailed collections, often run by groups of exceptionally passionate enthusiasts.

This and the following chapters cover some of them, offering a cut-out of what a visitor interested in military technology and history can find in beautiful Sweden. Photographs were taken in 2024.

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Sights

Aeroseum – former Säve Air Force Base – Göteborg

Besides making for a testimony to the originality and commitment of Sweden military planners, the air force base of Säve, located about 4 miles north of the major town of Göteborg in South-Western Sweden, is truly a one-of-a-kind example of a Cold War installation. Conceived for anti-blast protection in the early years of the nuclear age, the base was designed to carry out all operations, except take-off and landing, underground. This included aircraft storage and servicing, but also refueling, loading, towing, and lighting the engines in corridors carved down to 100 feet underground in the hard Scandinavian rock!

The project had an anticipation during WWII, when some special aircraft shelters had been obtained on site by drilling the hillside. However, the actual digging of this incredible Cold War underground base was started in 1950, to be inaugurated by the king Gustav VI Adolf in 1955 (even if not totally complete at the time). The base was sized for a crew of 40 men staying underground with 15 aircraft, of the then new type Saab J29 Tunnan (which translates into ‘barrel’).

The plan of the underground facility features multiple accesses from ground level, on the sides of local hills. Entrances are all misaligned, to reduce the potential damage from a hit by a single attacker. The actual access to the descending tunnel driving down is through a colossal concrete sliding door, 2.3 ft thick and weighing 70 tonnes, with a front area such to allow a fully mounted aircraft to transit with sufficient clearance from the walls and ceiling!

Interestingly, the concrete door is preceded outside by a curtain, which together with traffic lights, switch cabinets and cables can still be seen today. This was installed for further protection to prevent the effects of fallout and contamination, in case of a nuclear attack on the base premises. The heavy curtain could be effective in stopping debris and lower-energy contaminated particles from even touching the doors. Soaked in water for cleansing, it could be then potentially re-employed multiple times, in case of a nuclear war scenario with waves of nuclear strikes.

This feature of the base, already pretty unusual, is the first to welcome – and strike! – the visitor. Then the tour takes you inside, for a full exploration of the underground facility beyond the massive concrete doors.

The feeling when accessing the tunnel is really of something huge. A description of the history of the base is offered as a first item through pictures, schemes and original crests. Then the roomy environment of the access tunnel, descending in a bend to the bottom part of the base, is stuffed with a rich collection of aircraft and helicopters in service with the Swedish Air Force, their engines and technical accessories.

The base of Säve was fully completed by 1963, including the fuel supply system which had posed some safety issues in its original design (fuel went down in case of accidental spilling, thus remaining trapped in the deep-end of the base). However, the F9 squadron of the Air Force, home-based in Säve, was disbanded just a few years later, in 1969. This meant that the underground airbase saw active service with the J29 and later the J34, the latter being the Swedish designation of the British Hawker Hunter. After 1969, Säve was home base to the 2nd Helicopter Squadron, and the underground part, hardly of use for rotorcraft, was then employed as a safe storage for non-active aircraft, notably the illustrious Saab J35 Draken, of which 70 (!) were long-term stored inside, with wings dismounted. The base finally ended its military service in 1998. The underground bunker was re-opened later as the Aeroseum museum, where most of the former airbase was turned into a civilian airport, still working today.

Among the aircraft on display in this first descending tunnel are a Saab J29 Tunnan, alongside its De Havilland Ghost jet engine (license-built under the designation RM2 by Svenska Flygmotor, later Volvo Aero, in Sweden). In service between 1948 and 1976 with the Swedish Air Force, the somewhat elusive J29, little known in the West, was a massively produced swept-wing fighter and fighter-bomber, with 661 exemplars manufactured! Austria, another non-NATO country lying on the border with the Soviet bloc, was the only foreign customer for this machine, which in the 1950s formed the backbone of Sweden’s defense force. A modern fighter in many respects, in the same class of the North American F-86 Sabre and of the MiG-15, the J29 was not easy to master for novel pilots, and unfortunately caused many accidental losses, at a time when Sweden was the fourth air force in the world in strength. It was actively employed in the Congo, where Sweden took part within the United Nations contingent in the 1960s.

On display are also the towing truck and generator employed for engine spool up. In a scramble, the aircraft could be towed up by this Volvo truck, directed on an open air apron, from where it could complete its taxi run alone and finally take-off.

Next in line is a Saab J35 Draken (meaning ‘dragon’), an iconic and successful supersonic fighter/interceptor from Sweden, first flown in 1955 and entering service in 1960, manufactured in 615 exemplars and not less than 10 variants. Besides the Swedish Air Force it was adopted by the foreign Air Forces of Denmark, Finland, and again Austria, the last to withdraw it from service in 2005! This Mach 2 capable machine, with a double-delta wing planform, was propelled by a slightly modified Rolls-Royce Avon engine (manufactured by Svenska Flygmotor as RM6). An original design from the Swedish school, among the features making it so versatile were provision for a two-seats airframe, as well as a general plant simplicity and undercarriage sturdiness, which together with a stopping parachute allowed its deployment from the wartime landing strips.

The latter were obtained in Sweden from the quick conversion of short sections of straight roads in the highway system, creating a network of so-called krigsflygbaser (‘war air bases’), in a defense plan called Bas 60 and later Bas 90. A solution to be found also in the Federal Republic of Germany in the Cold War years, this could greatly enhance the chance of survival of the air force following enemy strike on major air bases, through force dispersal. Yet not all aircraft can safely operate from similar airstrips. Swedish aircraft take this ability into account from the design phase, yielding dependable aircraft, capable of operations in far-from-ideal conditions.

Despite featuring a double, fixed-geometry and comparatively small air intake, the aircraft is single-engined. Underneath the fuselage, this aircraft features a ram air turbine (RAT), for powering the aircraft systems through kinetic energy in the airflow, in case of an engine shut-off in flight.

To the back of this exemplar of the Draken model is a Saab J37 Viggen (which is the name of a local species of duck). Another great example of an original design from Sweden, the J37 is an attack aircraft built in a canard configuration, and like its predecessor capable of short take-off and landing from road runways. Made in mode than 300 exemplars and employed uniquely by Sweden, it was in service between 1971 and 2007. Quite difficult to see out of Sweden, at the time of its introduction it was arguably the most advanced aircraft design to date, in terms of aerodynamic study, avionic suite and attack potential.

Developed in a number of variants for several roles, the exemplar on display features a number of payloads, to be attached to the underwing pylons or under the fuselage, also thanks to the good clearance from ground offered by the tall undercarriage (not to be found on the Draken). Differently from its Saab predecessors, the J37 was powered by a Volvo RM8, based on the American Pratt & Whitney JT8D turbojet, instead of a British engine.

Close to the Viggen, on display is a Saab car employed for friction test on the runway. This was rather widespread in airport facilities in Sweden. Vehicles with similar function can still be found everywhere in the world, especially in countries where runways are subject to icing.

Next in the line is the Saab JAS 39 Gripen, the most current evolution of the Saab dynasty of attack aircraft. Currently manufactured in more than 300 exemplars and exported to several countries, this machine is another original design from Sweden which is also a post-Cold War commercial success. A canard design like the Viggen, this model was introduced in the late 1980s, and it has been updated over the years as an air superiority platform, with a good mix of performance and efficacy, dependability and economical efficiency. Based on the Volvo RM12, derived from the American General Electric F404, it is currently in service. The aircraft on display is the oldest surviving.

Before reaching to the bottom, in one of the recesses along the corridor, photos from the construction phase of the bunker base, its inauguration and the years of operation can be checked out.

Also mentioned in the exhibition is the peculiar chapter of the Swedish nuclear program. The latter was envisioned in the early nuclear age following WWII, and it took shape especially in the 1950s and early 1960s. Besides facilities for the making of what was needed for fueling and managing a nuclear deterrent, on the aviation side Saab was tasked with dedicated projects for a delivery aircraft for nuclear ordnance, to flank the Saab J32 Lansen intended as an interim platform in that role. Project A 36, for an aircraft featuring a Viggen-like fuselage but no canard, and with an unusual overhead layout of the engine similar to the North American F-107, was in the pipeline when the government started to face increasing contrast from the public opinion concerning the entire national nuclear program, which was eventually cancelled in 1968.

Looking at the structure of the tunnel, left mostly untouched from the days of operation, the original wiring and piping for various systems – electrical, ventilation, etc. – can still be seen. The tunnel is also interspersed with frames, where light fire-proof doors could be lowered in case of an accidental fire. They could seal segments of the tunnel, which could then be flooded with fire-suppressing foam.

Approaching the bottom of the descending tunnel, it is possible to find a group of helicopters, in service in Sweden mostly for rescue operations, like an ubiquitous US-made Piasecki H-21 (the ‘Flying banana’), a Sud Aviation Allouette 2, an Agusta-Bell 402 and a Bell 206, the latter employed in polar missions from icebreaker Ymen. An Eurocopter Super Puma and a MBB Bo 105 come from the Swedish military, the latter reportedly having been prepared in a special anti-tank version, but never pressed into service.

Once on the bottom level, you can explore the halls, which are all interconnected, forming a network with a plant similar to a double ‘H’. On the crossing of two halls, you can spot the big round turntables, employed to turn the aircraft when towing them from storage to the base of the ramps going up. There are actually two of these ramps, one is that employed for access by visitors, the other is currently only visible from the bottom level, and off limits (employed for museum service). Its access can be found to the opposite side of the bottom level upon entering.

You can find several aircraft and exhibits on this level, including some pay-per-use professional flight simulators. An interesting exhibition tells about the organization of the STRIL, an acronym for stridsledning och luftbevakning, forming the backbone of the air defense system of Sweden from the early years of the Cold War on. Among the most unique facilities managed by the system are the krigsflygbaser mentioned above. Some original pictures and scale models tell about the detailed scheme of such bases, which could be activated when conditions required.

It is possible to board examples of both the Draken and Viggen models. The latter is presented with the engine dismounted from the airframe, and with many examples of war load either hanging from the wing pylons, or lying underneath. The number of options is really big, witnessing the versatility of the Viggen as an airborne platform.

The cockpit of the Viggen has evolved over time. The one you can see is fully analog. Close by is also the RM8 jet engine of the Viggen, with the afterburner pipe installed – a pretty long assembly! Also a trailer for storing and transporting jet engines is on display.

One of the Saab Draken exemplars is displayed alongside its engine as well. Interestingly, the afterburner pipe has been separated from the engine core in this case, allowing to check their respective size.

Another interesting item on display in this area, alongside a Bell 47 helicopter with its distinctive bubble canopy, is a Saab J32 Lansen. Primarily built as a fighter and entering service in the 1950s, the career of the Lansen stretched to the 1990s, and saw it employed in several roles, including as a trainer. Interestingly, the study for a dedicated engine – the STAL Dovern – was started alongside with that for the airframe, as typical to other military programs especially in the US. The engine, which reached the flight testing phase, is displayed alongside the aircraft. It represents one of the few projects of the Swedish company STAL for aviation. The company has been for long a primary manufacturer of turbines for electric power plants, started in the early 20th century on the remarkable Ljungström design (the homonym brothers actually founded STAL). In the end, the Lansen employed the British Rolls-Royce Avon.

A well-stuffed display is that of on-board radar equipment employed on the SAAB aircraft in service with the Swedish Air Force.

Among the many design and procurement programs of the Swedish military, special attention was given to missiles. The Robot 08 A, an anti-ship cruise missile employed on destroyers and from coastal batteries in Sweden, was the result of a collaborative program with the French. After a boost phase employing rockets, the efficient small jet engine employed for thrust in cruise (a Turbomeca Marbore) allowed the missile to travel at transonic speed, delivering a warhead up to 100 nautical miles away from the launch site. Navigation was through radio control, and homing on target was radar-assisted.

A real work-horse both in the US and abroad (see this post), a Cessna 337 Skymaster in service with the Coast Guard of Sweden can be found in apparently pristine conditions.

A wing of the museum is dedicated to the collection of the Aviation Veteran Society of Göteborg. Among their many interesting projects is the restoration of classic models, often times unique exemplars from an age prior to the introduction of jets. Each of the aircraft on display in their collection, which is always evolving, has a story to tell. For example, one of them, a British De Havilland Gipsy Moth, was employed by his owner (the Swede Gösta Fraenkel) in the 1930s for an experimental treatment of whooping cough, an infectious disease typically developing in children. The pilot took infected people on board the open-cockpit biplane, allowing cold, dry and clean air to ram into their respiratory channels and lungs for some minutes while flying at a sufficient altitude. Apparently, this treatment accelerated recovery in a percentage of cases. Another aircraft in this area is a SAAB 91A Safir. The ‘A’ version is the original and oldest of this light basic trainer and multipurpose aircraft, dating back to the 1940s, and a good commercial success for Sweden.

Another rich collection is based on an impressive archive of Cold War files documenting many Soviet activities in the territory of the German Democratic Republic. This exhibition (a topic often touched on this website, see for instance here and here) is especially interesting for its completeness and for the level of detail – most files show photographs and numerical data.

A nice array of models, often portraying in dioramas scenes from the real aviation history of Sweden or the region of the Baltic sea, is aligned along a wall. Among them, you can see the first ever defection of a MiG to the West on the Danish island of Bornholm (see this post), as well as the grounding of a Douglas DC-3 in Swedish markings by a MiG-15 which had taken off from Estonia (at that time within the borders of the Soviet Union). That DC-3 has been savaged from the bottom of the Baltic Sea years later, and it is now on display at the museum of the Swedish Air Force in Linköping.

Even if you don’t need it, you should take a detour to the toilet, to access an original corridor and have a look to two full-scale reconstructions of STRIL command centers.

Back outside, you can climb uphill to check out a few additional military vehicles on display, including an exemplar of the highly-succesful line of bi-modular track vehicles called Bandvagn, made by the Swedish company Hägglunds in tons of variants and for different roles. Basically unstoppable on any terrain (and actually working in shallow waters as well), this highly versatile machine is here displayed in a Swedish Army camo paint. Also on display is a rather rare moving lounge, a vehicle for easing boarding operation on larger aircraft. Made by Chrysler in the US (and reportedly employed at Dulles Airport in Washington, D.C., back then), this exemplar was in use at Göteborg Landsvetter airport, before the terminal was re-designed for a better management of passenger traffic.

From the hilltop, you may get a vantage view of the airfield, now the general aviation airport of Säve.

Getting there and visiting

The exact address of Aeroseum is Nya Bergets Väg 50, 41746 Göteborg, Sweden. The location is easily reachable along Hisingsleden, taking north from Göteborg, and connecting some of the premises of the huge Volvo factory quartered north of town. From the crossing with Flygflottilijens Väg (where a bus stop is), it is a .4 miles stretch to the museum’s gate. Huge parking on site. Visiting for technically-minded people with an interest for aviation can easily take 3 hours (4 in my case), checking out all the nice exhibits. There is a self-service restaurant at the bottom of the bunker, as well as a nice shop. Entertaining activities for the kids are on the menu as well.

Together with the Air Force Museum in Linköping, this is possibly one of the top air museums in Sweden, well worth a dedicated trip also for the special construction where it is located. Website with full information (also in English) here.

Maritiman – Göteborg

Located in downtown Göteborg, this museum has on display a handful of vessels, originally employed in Sweden in either civilian or military roles. The most sizable of them, the destroyer Småland (J19), is also an illustrious witness of the Cold War, and a lone survivor of the Royal Swedish Navy of that era. She was built by Eriksbergs shipbuilding company in Göteborg, a now defunct primary player in the Swedish naval history, and it saw service between 1956 and 1979 together with the only sister ship Halland, which gave name to the class.

The neutrality of Sweden for the Navy meant that the fleet of the kingdom was developed with self-defense in mind. At the end of WWII, two cruisers were laid down, Tre Kronor and Göta Lejon, which were the largest vessels ever to see service in Sweden. In the 1950s the shipbuilding effort saw the completion of the new destroyers Halland and Småland, which went operating alongside many more destroyer units over the 1950s and 1960s. All these four ships however were the pinnacle of shipbuilding in Sweden in terms tonnage. By the end of the 1950s the last four destroyers of the Östergötland class (lighter than Halland class) had been put into service, and manufacture of either cruisers or destroyers ceased altogether. By the end of the 1960s, the two cruisers were stricken off, and over the 1970s and 1980s many of the destroyers followed. In the high-tech late era of the Cold War, Sweden opted for a larger number of lighter surface ships, in particular corvettes and torpedo boats. The former are represented today by the highly effective Visby class, which constitutes the backbone of the Royal Swedish Navy today.

Of the historical cruiser and destroyer fleet of the Swedish Navy, the Småland is the only surviving unit. In the Maritiman museum, it is possible to board and thoroughly explore this vessel. Among the distinctive construction features, the castle structure runs all along the ship, allowing the crew to operate while keeping inside, so as to avoid exposition to fallout radiation in a nuclear war scenario. Provision for cleaning the outer decks was made with a pressurized water system, running around the castle. Furthermore, material was steel and iron, instead of aluminum, sometimes employed in shipbuilding for saving weight, but more prone to fire damage than heavier steel. The crew was of 250-290 men. The ship went through three modernization programs, and included three fire direction facilities in the castle.

The heavier gun armament of the destroyer is composed of two turrets (one at bow, one at stern) with two 120 mm guns each, and a bow turret with two 57 mm cannon. Additionally, six 40 mm single-barrel anti-aircraft cannons on revolving turrets are placed along the sides of the ship. All guns were made by Bofors in Sweden.

A single 120 mm gun turret was manned by seven men, and could fire 42 rounds per minute, with a range of roughly 12 nautical miles. It could be employed for targeting other ships, aircraft or land installations.

On the side of the 120 mm turrets you can see flare rockets with super intense illuminating power, which were employed for fire direction at night. Fire direction systems evolved over the years, but the task was mainly performed in the castle structure.

The 57 mm gun turret was designed for anti-aircraft operations, with a range of up to 4,000 m, which was roughly 25-30% more than the standard 40 mm anti-aircraft guns. Fire direction was from the castle deck or locally by the designated gunner.

For anti-submarine war operations, Småland has revolving torpedo tubes on the deck, for the Torped 61 torpedo series, a highly-successful design from Sweden, employed also by foreign customers (see this post).

Additionally, to the bow are two racks of launchers for four anti-submarine rockets each. An example of the body of a Bofors 375 mm anti-submarine rocket is on display beside the rocket launchers. It took 40 seconds to reload one launcher. Fire direction and timing was performed from inside the sonar room, or from a control station beneath the launchers.

The ship could carry out mine laying operations. To the stern of the ship some sea mines are on display on the rail employed for launching them outboard.

The Småland could manage helicopter landings on its deck, and it had the ability to launch anti-shipping cruise missiles. This rather innovative solution for the time was based on the Robot 08 platform (see also the Aeroseum exhibition here in this chapter). Two of them could be carried on the launching pad, where further missiles were stored under deck, and a special incline was employed to take them to the outer deck level for launch. Launch was managed with a dedicated fire control computer.

The Småland could operate as a flotilla capital ship, thus navigation and communication systems were particularly modern and capable on this ship, for the time. Digital computers, with pre-defined communications which could be issued at quick pace, are part of the scenery on the top decks of the castle structure.

The crew compartments, even those for higher-ranking staff, and many technical rooms are as cramped as usual on military ships, not so far from their WWII predecessors.

On top of the castle, the command deck can be found, and from here you can get also a nice view of the town of Göteborg.

Among the most interesting parts, is the engine and power supply area. The Småland was pushed by two independent boiler/turbine systems, which gave power to two propellers. Top speed was 37 knots, and at that speed the ship employed 420 liters of fuel per minute!

The engines required 16 men for operations initially, working close to the hot ducts and parts of the engine at extreme noise level. At a later stage, control rooms were installed in the engine compartments, allowing to reduce the workload and increase comfort to a reasonable level. Filtering and shielding was installed on the air intake system, to reduce the effect of nuclear fallout ingestion by the combustion system.

This area can be toured extensively, unveiling many narrow passages and showing the complex structure of the energy plant, producing power for motion and for all the other onboard systems.

Another highlight of the Maritiman is the Draken class submarine Nordkaparen (Nor, in the registry). The six ships of this class were manufactured in the early 1960s, Nordkaparen (laid down by Kockums at Malmö) entering service in 1962, to be stricken off in 1988. The Royal Swedish Navy has always invested much in its submarine fleet, especially along the entire span of the Cold War, with more than 20 units manufactured post-WWII and before 1989. New models have been introduced after the end of the Soviet Union and the Cold War, and currently four modern units are in service.

The Draken class, propelled by Diesel-electric propulsion, was introduced as an improvement of the older Hajen class, with a single slow rotating propeller instead of two, and a modified stern part and control surfaces. With an operative depth of 150 m and manned by 36 men, it was capable of a top speed of 22 knots submerged.

At the Maritiman it is possible to board the Nordkaparen from the stern hatch, and have a complete tour of its well preserved interiors, coming out from the hatch to the bow.

The rear compartment with the electric motors and a sleeping area for the crew is relatively roomy. Conversely, the center section of the submarine allows only a narrow passage between the Diesel engines, with round tight doors which require some body flexibility to go through!

The navigation deck and the cockpit are again somewhat roomier than their WWII counterparts, similar to the forward compartment, with a reasonable area for the crew.

A unique feature of this design is the revolving rack for storing the torpedoes. Torpedo tubes are four, and all placed to the bow of the ship. The revolving rack, resembling that of a giant revolver, hosts eight torpedoes. It is itself loaded from the back, and it can pivot around its axis pushed by a motor, putting a torpedo in the revolver at the level of the firing tube to be reloaded, thus allowing a faster recharging of any firing tube.

Another military boat from the Cold War years on display is the patrol boat Hugin (P151). A fleet of many, lighter vessels was preferred by military planners in Sweden to one of heavier and more expensive ships with greater firepower, especially towards the last decades of the Cold War. Hugin was the first of her class, and it was manufactured in Norway (Bergen Mekaniske Verksted). Sixteen units of this class were in service in the 1980s with the Royal Swedish Navy.

The boat features a steel hull, and is pushed by two 20-cylinders MB518D Diesel engines made by MTU, delivering a power of 3,500 hp each, and giving this boat a top speed of 39 knots. The crew of twenty men could operate for more days in a row on board the ship. This versatile fast boat was armed with inertial-guided and IR-homed anti-shipping missiles (type Robot 12 Mk 2, made in Sweden), depth charges and ASW-600 Elma grenades (made by SAAB in Sweden) for anti-submarine warfare, and sea mines for mine laying missions.

Additionally, the boat has a single Bofors 57 mm cannon for anti-aircraft gunnery. One of the versions of the Arte fire control system made by Philips was installed on the ship, allowing to engage more targets simultaneously.

The Maritiman has on display a number of other boats, covering a range of uses and a big part of the storyline of shipbuilding in Sweden. Among them are fire-fighting vessels, tugboats, as well passenger commuters.

Getting there and visiting

A top attraction of Göteborg, the Maritiman museum can be reached with a nice walk from the historical city center, simply reaching the water bank from it. The museum will be very entertaining for children, but it has even more to tell to technically minded people. Many detailed descriptions in multiple languages all along the visiting path allow to get much from your visit. Furthermore, the majority of the compartments are open or visible on the Småland ship, all on the Nordkaparen, allowing to fully explore these vessels or look into the many technical rooms. A thorough visit may take about 2-3 hours or more, depending on your level of interest.

The exact address is Packhusplatsen 12, 411 13 Göteborg. Parking options nearby (public at a fee). Website with full access information (also in English) here.

The Wollenberg Bunker – Linking East Germany and the USSR

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The events taking place on the geopolitical stage during the last decade of the Cold War – the 1980s – gave little indication of the imminent collapse of the Soviet-led Eastern Bloc (1989-1991). Correspondingly, looking at the amount of technology developed and deployed in the military field during the late, hi-tech stage of the Cold War, it is easy to notice that opponents on both sides of the Iron Curtain dedicated a significant (and even increasing) budget in preparation for a possible total confrontation. Reading papers and specialized books from the time, the outbreak of an open conflict, such to put a violent and abrupt end to years of opposition between the two opposing systems by recurring to nuclear warfare over the territories of Western Europe (most of them belonging to the NATO alliance, and all being substantially more militarized than today), was not deemed just likely, but more as a matter of time.

The БАРС system – The tropospheric network of the Warsaw Pact

In that era of extreme tension, it is not surprising that one of the most sophisticated and expensive assets developed and deployed jointly by all Nations in the Warsaw Pact, of course led by the USSR, came alive. History would cut its life short though, and as soon as the Warsaw Pact disintegrated, as a result of the opt-out from communist dictatorship of all Countries in Eastern Europe, this asset was decommissioned. This system was the tropospheric communication system ‘БАРС’, a Russian word reading ‘BARS’ and meaning ‘snow leopard’. The name stands as an acronym for four words in Russian, which translate into something like ‘Sheltered autonomous radio communication system’.

The idea put forward by the Soviet top-ranking military staff in the early 1980s (prior to the onset of Gorbachev administration) was that of a system capable of transmitting complex orders (not just simple signals, like for opening a bunker door or silo, but articulated messages) in a safe encrypted way, at a long distance and minimizing the chance of a complete breakdown even in case of an enemy nuclear attack. Despite being not new, the concept of a resilient and reliable system, such to allow exchanging significant amount of data without relying on cables, had been tested in earlier stages of the Cold War only for short-radius operations. Mobile transmitters/receivers, loaded on purpose-designed trucks, allowed for a reduction of the risk of a direct hit from an attacker, and for a quick redeployment in case of need. However, for the amount of data and range required for the coordination of a war scenario, involving many different Countries, and geographically encompassing an entire continent, a different system was required, capable of transmitting more massive data flows on longer distances, with a reduced risk of a sudden or complete interruption.

The БАРС system was based on a certain number of stations, scattered over the territory of the Countries of the Warsaw Pact. Each node was built as a bunkerized, manned military installation, featuring high-power, high-frequency fixed antennas emerging from the ground, and an underground shelter protecting all the technical gear required for manipulating the data to be sent or received, interfacing with the other existing local (i.e. national) networks for military and executive governmental communication, and of course managing the tremendous amount of energy required to pump a long-reaching signal into the ether.

Laying on the front line with the West, hosting a Soviet contingent of some hundred thousands troops (see here and links therein), aircraft (see here), missiles (see here) and nuclear warheads (see here), and being a key-ally of the USSR in case of the outbreak of an open war (at least until late 1989), the German Democratic Republic (or GDR, or DDR in German) was clearly included in the БАРС network from the initial drafting phase. Similarly, Poland, Czechoslovakia, Hungary and Bulgaria, and of course the Soviet Union (which included Belarus and the Baltics, and stretched west to Kaliningrad), all had БАРС stations on their territory. Stations were located at a range of a few hundred miles from one another, thus within the range required for each of them to communicate with one or more of the other nodes. Data (e.g. orders, reports or authorizations) input locally could be relayed along the network through intermediate nodes, down to the intended destination node. There were 26 nodes in total, of which four were in the USSR.

The Wollenberg site – Bunker 301 ‘Tushurka’

The GDR in particular had three stations built, all along the border with Poland, and located east of Berlin – namely Station 301 in Wollenberg, at the same latitude of Berlin, Station 302 in Langsdorf, towards the Baltic coast, and Station 303 in Röhrsdorf (near Königsbruck), not far from Dresden in the southeast of the GDR territory. The first among them, the Wollenberg site (codenamed ‘Tushurka’) could communicate with the other two national stations, as well as with Station 207 in Poland, from where data would be transmitted further down the network, towards the USSR.

The site was built by the GDR state, with technical hardware coming from several Countries within the Warsaw Pact, and most of the military hi-tech components manufactured in the USSR. The actual site (similar to its sister sites) was built in the frame of a highly secretive operation. The staff comprised about 60-70 men, the majority of which were military, where about 15% were civil technicians. Maximum security clearance was required, due to the top-secret nature of the installation and of the overall БАРС system. The bunkerized part of the installation was only a component of the larger premises of the base, camouflaged within the trees on the side of low-rising hill.

As pointed out, the immense spending required for setting up this multi-national hi-tech military communication system, which was extensively tested and completely commissioned (as a network) by 1987, did not save it from a quick demise and disappearance. In particular, Station 301 went definitively offline as early as August 1990.

However, the fate of the Wollenberg site was not so sad as that of many former Soviet or NVA (i.e. the East German Army) installations in the GDR. The high-power antennas were torn down, but except from that, little material damage was inflicted to the buildings and bunker on site. The place was basically shut-off and left dormant, until when a society of technically very competent local enthusiasts started a plan to preserve and open it to visitors, as a memorial specimen of the technology of the Cold War years.

A visit to the Wollenberg bunker site reveals a tremendous deal of interesting details, very uncommon to find elsewhere in the panorama of Cold War relics around Europe. Thanks to a careful preservation and restoration work, the bunker has most of its original systems still plugged to the grid and lit-up – some of them are reportedly still working! Even though the communication networks have been severed, the experience in the bunker is really evoking, and the atmosphere – with all the lit-up cabinets, lights, CCTV cameras, 1980-style screens, etc. – closely resembles that of the bygone era when БАРС was operative!

This report and photographs were taken during a private visit to the bunker, carried out in the Summer of 2023.

Sights

A visit to the the installation in Wollenberg starts from the original high-security access gate. As you may quickly notice when passing through it and getting a first view of the site, the state of preservation is exceptional. Except for the lack of military staff around, everything looks mostly like in the years of operation.

A group of soft-construction service buildings and a reinforced multi-entry garage constitute the first – and visible – nucleus of the installation. All buildings are painted in a camo coat.

A former building for the on-site staff has been turned into a permanent exhibition, with memorabilia items from the Cold War years, when the Nationale Volksarmee (or NVA, the Armed forces of the GDR) cooperated with the Soviet Red Army and the national Armed forces of other Countries in the Warsaw Pact.

A meeting room, now employed also for small gatherings, is especially rich of interesting and diverse items, including emblems, books, memorial plates and pennants, as well as TV screens, hi-fi systems and and beamers from the era.

Another room has been set-up as a control center for the base, with an original console and regional maps.

Compared to military bases (for aircraft or tanks), the Wollenberg installation is rather compact, with a main road giving access to most of the (not many) buildings on site, as well as the bunker. Actually, the bunkerized part was built under a low-rising hill, with the antennas originally standing on top of it. Access to the bunker is possible either by climbing uphill on the main road, or through a suggestive original pedestrian tunnel. The latter starts from within the service building itself, and – somewhat unexpectedly, for an underground installation – it climbs uphill, while keeping beneath the surface of the hill side slope. The lower end is guarded by an original CCTV camera.

At the top end of the tunnel you can find the actual access to the bunker. The design and reinforcement level conferred grade ‘D’ protection according to the military standard in use at the time, with grade ‘A’ being the strongest. Access is through an airlock, constituted by two tight doors at the opposite ends of a small vestibule built in concrete. This design allowed protection from the blast of a nuclear device.

Notably, the locking mechanism of the tight doors is Soviet military standard, which can be found in high-value installations like nuclear depots elsewhere in the Eastern Bloc (see for instance here in Poland, and here in Czechoslovakia).

To the visitor with some experience of Cold War installations, it will be apparent from the very start of the tour that the state of conservation of the bunker, including the systems in it, is exceptional, similar to the rest of the Wollenberg site. The original warning lights and the CC-TV camera for identifying people at the entrance are still in place.

Next to the entrance, a control room with technical gear for checking-in can be found – including original dosimeters for radiation and chemicals, mostly Soviet-made. Looking inside these devices is possible, and reveals a great deal of sophistication in the design and realization of the military-grade material from the time.

Showers and sinks for washing, as well as canister for disposing of contaminated clothes, are located in the same area.

Upon getting access to the sealed area of the bunker and passing by the decontamination facility, you find yourself on the top floor of the underground bunker. The high-technology gear required for the transmission/reception of data on the БАРС network, as well as the interface with other national communication systems, required for receiving data, issuing orders, etc. over the territory of the GDR, were located on this floor.

Two symmetrically placed rooms host two twin transmission centers for the БАРС system. A single manned console can be found in each of them, surrounded by electronic cabinets and switches. At a closer look, all the material herein is Soviet made, and labeled in Russian only.

On the wall ahead of the console station is a set of cables, communicating with the antenna and allowing to set the orientation and monitoring its status.

The actual signals transmitted to the antenna, or received from it, traveled along special hollow ducts, with an almost rectangular section. Bundles of these ducts can be found in the ‘Sender’ (which means ‘transmitter’ in English) room, immediately next to the room where the manned console is.

The modulation and demodulation of the signals going out and coming in respectively through the antenna on top of the bunker required some special pieces of electronics, which included the Soviet-designed KY-374 klystron (codenamed ‘Viola’), a component to be found in the cabinets of the ‘Sender’ room.

Following the hollow ducts, it is possible to find where they finally exit the usually manned part of the bunker, bending into receptacles and leading outside. Piping related to other systems, including air conditioning, can be seen as well crossing or running in the same narrow technical corridors.

Beside the consoles monitoring the antenna and the data flowing through it, a kind of operative room for communication can be found, where consoles allowing to receive and forward data and communication to/from all systems are on display. This largely original room features consoles of different levels of technology.

Original explanatory schemes showing the basic features of the БАРС system are on display in that area – in Russian!

An adjoining room features the cabinets required for making all these system work. The cabinets are really many, with a significant share of material manufactured in the USSR. The sight of all these cabinets together is really impressive, and tangibly provides the feeling of a high technology, sophisticated and expensive design. It compares well, but in a largely up-scaled fashion, to the electronics to be found in some special communication bunkers on the western side of the Iron Curtain (see here).

Interspersed with the original arrangement of the cabinets and consoles are some displays of original material. These include specimens of different types of cables for signal transmission – some of them hollow and pressurized, others featuring impressive bundles of thinner wires – the KY-374 klystron, and other once top-secret core components of the БАРС transmission system. Also on display is one of the few remaining parts of the original system of antennas, once on top of the bunker. The antennas were the only part to be physically torn down when the system was decommissioned, upon the demise of the Warsaw Pact and the end of the Cold War.

The bunker was manned by military and technical staff 24/7. Furthermore, as typical for bunkers from the Cold War era, provision was made at a design level to allow the staff to live isolated within the bunker for an extended period of time, in view of the eventuality to face a nuclear fallout scenario.

On the same floor as the technical rooms, the commander of the station had his own private room. This is still adorned with typical Soviet iconography, as well as everyday material from the age when the bunker was operative.

A small canteen, with a kitchen and a modest living room, can be found at the same level. An original storage room has been employed to gather examples of everyday products, like soap, skin care cream, etc., as well as canned food, cocoa, and beverages of all sorts.

This represents a very rich catalog of now largely defunct and forgotten labels, from the age and regions of the Eastern Bloc (and especially from within the GDR). Also on display are bottles of spirits, likely still very good!

The visit proceeds then to the lower floor, which can be reached through a flight of metal stairs.

The lower floor host the plants required for the regular operation of the entire bunker, such to guarantee operational ability even in case of an enemy attack carried out with nuclear, chemical or biological warfare. The air filtering and conditioning system is very modern. Beside typical filtering drums for particles, to be found also in other bunkers (see for instance Podborsko here), you can see a bulky filtering and climate conditioning system, neatly arranged within two parallel square-shaped ducts. Filtering against chemicals as well as biologic agents was carried out employing special active filters.

Sensors for the level of contamination of the bunker air can be found in different rooms. Much material here is standard Soviet-made.

Systems for water pumping and compressed air can be found as well, including compressors, pumps and reservoirs. Looking at the always interesting factory labels in this area, it is easy to find export products of Bulgaria, Romania and other communist dictatorships of the era. Of course, much hardware is also manufactured in the GDR.

Electricity was supplied from the outside grid, yet capability for self-sustaining in case of a grid loss (for instance in case of war) was implemented as well. Three big German-made Diesel generators have been put in place, and are still in an apparently good condition.

Another example of the high technological standard reached in the late Cold War era is represented by the control room for the plants within the bunker. A manned control station, with a console and a direct view of lit-up cabinets, reporting the status of the various systems running in the bunker, compares well with control rooms of large industrial plants in operation today.

Carefully kept in its original status, with many of the electric links and cabinets still working, the sight of this room is especially evoking.

Also on the lower floor are the sleeping rooms for off-duty staff. Typically, this was not employed except for drills, when the bunker could be sealed to simulate operations in case of the outbreak of hostilities.

Back to the upper floor, it is possible to exit the bunker via a stairway and through a side gate. You will find yourself on top of the low-rise hill where the bunker has been dug. Here the concrete base of the crane where the БАРС antenna used to sit are still visible. Notably, these antennas were much smaller than the tropospheric antennas employed for the TROPOSCATTER system of NATO. This was the result of a different bandwidth employed for transmissions. Therefore, even in the days of operation, the antennas on top of the bunker were not as sizable as those of TROPOSCATTER installations (which were enormous in size).

Looking closely, in the top area of the installation, the duct for supplying the Diesel oil tank of the bunker can be found, similar to sensors for radiation and other atmospheric parameters (similar to what can be found also in other nuclear-proof bases, for instance here). These allowed to monitor the conditions of the outside air, detect an attack and trigger or manage the sealing of the bunker in case of need, by locking all the tight doors.

This access to the bunker is fenced by the original electrified fence, severing this area from the rest of the installation through a further layer of security.

All in all, a visit to the Wollenberg bunker offers an incredible insight in a fascinating and crucial field of warfare – data and communication exchange – as well as a lively and evocative display of a late Cold War hi-tech installation from the Soviet side of the Iron Curtain!

Getting there & Visiting

The German name of the Wollenberg bunker is ‘Militärhistorisches Sonderobjekt 301 Wollenberg’. It can be reached very easily with a car. It can be found in the open countryside along the regional road 158, driving about 35 miles (about 1 hour) northeast from downtown Berlin towards Poland. The exact location is between the small village of Höhenland (~4 miles) and the more sizable Bad Freienwalde (~6 miles). There is a large parking area immediately next to the road, giving direct pedestrian access to the premises of the former military installation. Despite being placed very conveniently, the site is rather elusive when passing by, since it is hidden in the trees and not directly visible from the road. The address corresponding to the place in Google Maps is Sternkrug 4, 16259 Höhenland. The inconspicuous village of Wollenberg, giving the name to the installation, is just nearby, but it is not crossed by the regional road, and it should not be employed for pointing this destination with a nav.

The Wollenberg bunker is a listed historical installation. It is perfectly maintained, privately managed, and it can be regularly accessed with guided tours. These are offered typically one day per week in the summer, or by prior arrangement. Possibly the best option for getting the most out of your visit is getting in contact with the group of very knowledgeable enthusiasts running the place. The official website is here (do not be discouraged by the ‘static’ appearance of the website, they are very active, and they shall typically answer your inquire).

My visit was planned by initiative of Dr. Reiner Helling (see also here), and we visited in a group of three, including the guide (Dr. Michael Schoeneck, a former engineer, with a profound knowledge of any technical aspects related to this installation), which happened to be a perfect option for touring also the narrowest receptacles of the bunker. Visiting in groups too big may be not advisable, since the rooms and corridors are rather narrow, and the place may turn overcrowded for interacting with the guide and for taking good pictures. I think the visit – including the technical content – may be tailored to the needs of the audience. For technical-minded subjects, historians and former military, a visit may take about 2-3 hours (the latter was my experience). In my case, the guide could understand but not speak fluent English, yet Dr. Helling could translate with ease all the explanations. Of course, if you have at least a basic knowledge of German and of the technical material you are looking at, this may simplify your visit, which is in any case highly advisable for those interested in military technology and the Cold War.

Heading to Berlin or the former GDR? Looking for traces of the Cold War open for a visit?

A Travel Guide to COLD WAR SITES in EAST GERMANY

Second Edition - 2024

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Preserved Cold War Bunkers in Northern England

The central role taken by Britain in WWII, firstly containing and then countering the expansion of the Third Reich, is duly and proudly celebrated all around the Country, with memorials and thematic exhibitions, often hosted in historical locations, regularly open for a visit.

The United Kingdom joined NATO as a founding member in 1949, and had already been at the forefront of a European anti-Soviet alliance with France since 1947. The strategic political and military ties with the US, pivotal in putting and end to WWII in Europe, were kept over the following decades, against the menace constituted by the Eastern Bloc. Thanks to its geographical position, and bolstering a nuclear arsenal, strategic bombers and submarines of its own, Britain was a major player of the Cold War.

Despite that, the Cold War left behind comparatively less memories than WWII, with only a handful installations open to the public, and somewhat out of the spotlight. In this regard, this reflects an attitude generally widespread in Europe towards the traces of the second half of the 20th century.

However, for people with an interest in the Cold War age, and more in general for those with a thing for (especially nuclear) warfare technology, there are two really unmissable sights in Northern England, which make for a vivid hands-on experience of the ‘era of Soviet threat’.

One is the Hack Green Secret Nuclear Bunker, with a fascinating history starting in WWII and spanning the entire duration of the Cold War. Here one of the finest collections of nuclear-war-related material in Europe can be found, together with much additional material from the era, in a largely preserved historical site.

Another is the York Cold War Bunker, built in the Cold War age to provide protection to the staff of the Royal Observation Corps (ROC) in case of a nuclear attack, as well as the ability to help coordinating fundamental public functions – health, transportation, food and energy supply, etc. – in a post-attack nuclear fallout scenario.

Both sites are regularly open for a visit, and provide a vivid testimony of civil and military plans and facilities seriously prepared in England for a nuclear apocalypse scenario.

Sights

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Hack Green Secret Nuclear Bunker

The Hack Green site is located deep in the Cheshire countryside, about one hour driving south of Manchester. Actually, it is in a really secluded location, far from any sizable urban center, and away from major roads. Even today, when this facility is working as a top-level museum, some attention to the signs is needed to reach the site.

Once by the gate, you are immediately driven back in time by the appearance of the tall military-style external fence with official government signs, and by the blunt and in impenetrable appearance of the big concrete bunker – what you see is only the part above ground level! – with a big antenna protruding from the top. Nearby, you can see an apparently still off-limits area, with a now-dead radar antenna and an old Jet Provost trainer in RAF colors.

History

The history of the Hack Green site dates to as back as WWII, when it was established as one of the 12 most developed Ground Controlled Intercept (GCI) centers, out of 21 total nodes in Britain. Essentially based on the airspace scanning radar plants available at the time, the so-constituted ‘Chain Home’ surveillance system was operated by the RAF, and intended to track intruding German aircraft, thus directing air force planes against them. Radar aerials appeared on site at the time, suitable against relatively slow moving propeller-driven aircraft of those years.

With the start of the Cold War, and the need to reconfigure the defense against the USSR and Warsaw Pact forces operating with jet-powered aircraft of increasing speed, several modernization plans were started in Britain, aimed at implementing more effective detection and threat-countering radar technology, like ‘Green Garlic’, and later ROTOR. The latter called for the institution of a chain of detection nodes, not much dissimilar in concept from the older ‘Chain Home’ of WWII, but much more articulated, efficient and technologically advanced. At the time one of the most expensive government-funded operations ever, 66 installations were implemented all over Britain within ROTOR before the mid 1950s, with different roles in the network. The bunker you see today on the Hack Green site was one of them.

Keeping up with the fast-developing offensive technology of the 1950s and 1960s required a continuous update of the defensive network, in particular asking for the addition of intercontinental missiles to the enemy arsenal to counter. The US-led ‘Ballistic Missile Early Warning System’ (BMEWS) included 12 early-warning radar stations around the Atlantic, including a single station in the UK (RAF Fylingdales, Yorkshire, still in operation today). Before BMEWS went operational (early 1960s), triggering a re-organization of all other defense radar systems by the time obsolete, Hack Green took an interim role as one of only 4 radar stations operated by the RAF monitoring all military and civilian traffic through the British airspace, coping with new fast jetliners. The name of the Hack Green radar site in that stage was ‘Mersey Radar North’. Finally, in 1966 the RAF released the site to the government, which put it in mothballed status.

It was in 1976 that a new life began for Hack Green. Starting in 1958, the Home Office invested much in the preparation of an emergency structure, capable of keeping of managing a post-nuclear attack scenario, and keeping the basic public functions active. In the event of a total nuclear war, a failure of the national hierarchy and military chain of command was forecast, as a result of an extensive damage to the infrastructures and communication systems. In order to recover as fast as possible in such an emergency, the UK would split in 11 regions, each with a regional seat of government (RSG). In the region, a civil Regional Commissioner would take a leading administrative role, and would be responsible for coordinating disaster recovery operations, like supplying medical resources, food, water, and reconstructing infrastructures, while waiting for the national government to reactivate its functions. The Commissioner would be aided by the UK Warning and Monitoring Organization (UKWMO), which took over the function and organization of the older Royal Observation Corps (ROC) established during WWII. This structure was further potentiated in the 1960s and 1970s, also introducing a similar regional scheme for the military in case of a nuclear attack.

The seat of the RSG was in the Regional Government Head Quarters (RGHQ). Following some years when it was hosted in Preston, then in Southport, north of Liverpool, the RGHQ for the 10th region (then 10:2, following a split in two halves of this large region) found its home in Hack Green. The former radar facility was potentiated enormously, and set up with the ability to host 160 civil and military staff for 3 months without resupply in case of a nuclear attack on the UK.

Within the framework of the emergency plan for a nuclear attack, the RGHQs all over the UK went on operating until the demise of the USSR in December 1991, to be soon deactivated over the following years. Hack Green was scrapped of all content, and put up for sale in 1993. It was privately acquired in the mid-1990s, and carefully restored in some parts, or being stocked with interesting material from the Cold War era in some of the many rooms.

A tour of the bunker

Access to the bunker is via a concrete slide, and through a metal gate. Originally the male civil servants dorm, the first room you meet is now a kind of storage for items recently incorporated in the collection. These include a jeep, a model of an Avro Shackleton, and interestingly a nuclear warhead. The original system to activate the rooftop antenna is in a cabinet along a sidewall.

The ticket office and canteen are now in the original canteen area of the Hack Green site. Restored to a 1960s appearance, parts of the kitchen furniture are original from the site. Along the sidewalls are several memorabilia items, including some original Soviet emblems, not unusual today in museums on the other side of the Iron Curtain (see for instance here), but hard to find in the UK.

An adjoining room reproduces the environment where the ROC would have worked in case of a drill or real nuclear attack. Among their function was the pinpointing of nuclear explosions. The forecast and monitoring of the fallout is strongly bound to the local weather and winds. This was kept under surveillance through reporting stations scattered on the UK territory (more than 1 thousand), which transmitted information to Hack Green and other RGHQ and UKWMO bunkers (see the York bunker later in this post). They could then coordinate recovery operations, avoiding extreme exposure to radiation of the emergency staff.

Monitoring was through dedicated sensors, and communication through specific transmission gear. Two display cases in the same room feature interesting instruments, training documents, and memorabilia items from the rich history of the ROC, documenting also their activities in WWII.

Ground floor

The Hack Green bunker largely retains its original arrangement. It is composed of a ground and an underground floor. Along the main corridors are interesting examples of the papers produced by the UKWMO, and by the civil defense service during the Cold War. Among them, are leaflets for the population, with best practices in case of a nuclear attack.

Also interesting are more technical posters from the era, either outlining the role of the public organizations monitoring a potential nuclear apocalypse scenario, or providing technical details on the effects of nuclear weapons – what to expect in terms of damage or health issues, depending on the type and local condition of a nuclear explosion.

For sure a focal point in the exhibition of Hack Green today is the display of nuclear warheads, and nuclear-related material. Hosted in a room previously employed by emergency staff, the exhibition retraces with original material, mock-ups, rare pictures and videos, the history of the British nuclear arsenal, managed by the Atomic Weapons Establishment (AWE).

The WE177 was designed to constitute the backbone of the air-dropped nuclear deterrent of the UK. Examples of this bomb are on display together with technical material employed to monitor their status and manage launch or drills. In service between the 1960s and the 1990s in association with larger strategic bombers like the Vulcan, or smaller fighter-bombers like some versions of the Harrier or Jaguar, it could be assembled in some different versions, sharing the same baseline construction, but with nominal yields ranging between 10 to 450 kilotons.

Also on display are pictures and mock-ups of the old Polaris warhead, together with the original casing employed to transport this 200 kilotons item! A US design, the Polaris was acquired by the UK in 1963, to supply the Royal Navy and constitute the UK underwater deterrent. The Polaris missile featured a three-warheads fuse, bearing a total yield of 600 kilotons.

A very rare artifact is the warhead of project Chevaline, a British design to improve the potential of the Polaris, which saw limited service with the Royal Navy in the 1980s. The Polaris/Chevaline was replaced by the Trident missile system, still employed today in the nuclear deterrent role.

Besides the central exhibition of nuclear warheads, the display cases in the same room offer a wealth of super-interesting technical gear and memorabilia related to nuclear weapons. These include components and cabinets of radio and radar systems, to be transported on board aircraft or to be employed on the ground. These parts come from different ages, and from several Countries, including the Eastern Bloc – for instance, a very rare Soviet suit to work on high-power radar antennas for maintenance. Powerful radars actually emit rays with a high power-over-volume (power density) ratio especially in the vicinity of the emitting apparatus. This may even turn deadly for humans (roughly like being in a microwave oven would be!), and precautions are needed when working in such environment.

A really unique collection on display is related to Geiger counters and dosimeters. These include environmental and personal use devices, from various ages and nationality.

Two display cases are dedicated to material coming from beyond the Iron Curtain, most notably from the USSR and the GDR! It is really hard to imagine how this material could manage to come to Hack Green.

Part of the display is dedicated to the civil defense corps of different Countries, with helmets, emblems, papers and uniforms, showing how similar actions in preparations for a nuclear war were carried out in many Nations of continental Europe, also in the Eastern Bloc. Actually, a very close relative of the UKWMO RGHQ control center, with a totally similar function, can be found in a perfectly preserved condition in Poland (see this post).

More memorabilia items come from the history of civil defense in the UK. Among the most rare artifacts are the only surviving example of the ‘Queen’s telephone’, which was employed for enforcing the Emergency Power Act, which among other things may have transferred power to the Regional Commissioner. There used to be one such phone in each of the RGHQ, but all were destroyed for security reasons following the shut-off of the bunkers, except this one, and the one at the other end of the line – in the Royal residence.

An adjoining room hosts a reconstruction of the radar screen room from the age Hack Green was employed as a radar station managed by the RAF. All panels are lit, providing a vivid, pure Cold War experience!

To the end of the main corridor, you can reach another entrance to the bunker, which is nowadays normally shut. However, this used to be the main entrance, and close to it are the control room of the bunker and the decontamination area.

The control room is not accessible, but the large windows allow to take a glance to its original appearance. It is still employed to control electric power and air conditioning. Manned nuclear-proof bunkers are customarily pressurized, sucking contaminated air from the outside, which is carefully filtered for poisons and radioactive particles, and pumping unfiltered bunker air to the outside (see this post for another example in a Soviet bunker).

People entering after work out in the fallout-polluted environment were decontaminated through showers, and used anti-radiation suits were left in an isolated sink still on display.

Before leaving the ground floor, you can find on the ground level the female dorm for the staff of the RGHQ bunker. In the same room, an original system for communicating on the very low frequency bandwidth has been put on display. This Cold War relic could be employed to issue orders to the strategic submarine force. This very cabinet was employed by Prime Minister Thatcher for ordering the attack against the Argentinian ship General Belgrano.

A final room on this floor is the sick bay, sized for the staff of Hack Green only, but equipped to manage health issues resulting from the exposition to a nuclear attack.

Underground floor

Descending to the underground floor is possible via the original stairs. The first room you meet features an exhibition of original Soviet uniforms, belonging to some high-ranking officials from various branches of the Red Army. Really hard to see in this part of the world, their origin is well documented.

Close by, is a small display of military material from the Soviet bloc, ranging from original weapons, to communication systems, emblems and instructional posters for the troops (similar to what you can find in dedicated museums in former Warsaw Pact Countries, like here or here).

Nearby is a communication room originally employed by the military staff of the bunker, working in parallel with civil servants in the management of the nuclear emergency. Original radio transmission gear of military standard is still in place.

Before entering the core preserved area of the bunker, i.e. the rooms of the RGHQ, you can find the original water and air supply systems, and the corresponding technical cabinets, in a big room on the underground level.

The rooms of the RGHQ are all interconnected, and located to the side of the corridor on the underground floor. The way they look is from the days of activity of Hack Green as a RGHQ, i.e. the 1980s. Typical Cold War technology from the time is featured in this area.

Firstly, you enter the warning room, which used to be the contact point of the RGHQ with the national surveillance system. By design, the BMEWS at Fylingdales should have picked up an incoming ICBM within 30 seconds from launch, spreading an alert signal at all levels. This would have been received here and by the entire civil defense system within 90 seconds. This would leave roughly 4 minutes (out of a total of around 6 minutes for the missile to come to Britain from the Eastern Bloc) to tell the population of the incoming missile, which would happen through some thousands sirens scattered around the UK. The physical alarm signal management system was called HANDEL, and was employed from the 1960s to 1992. The apparatus on display at Hack Green, a node of HANDEL, is notably still working, albeit disconnected.

The warning room can be accessed directly from the Commissioner’s room, both an office and private room. Original maps and furniture can be found in this room, the only private one in the bunker. Immediately next to it is the cipher office, a communication office connecting – at least in non-emergency conditions – the center with the external world. Ciphered language was employed for safe communication with governmental offices, both domestic and abroad.

Next are a conference room, for meeting within the staff of the RGHQ, and a broadcast studio. The latter was focused on radio broadcast instead of TV, since the latter would not work in case of a nuclear attack. The idea was for the Commissioner to communicate directly with the administrative region, possibly repeating messages of national significance, or instructing about local disaster recovery actions, evacuation operations, etc.

The tour goes on with a very interesting area, stuffed with original electronic and communication material. Communication from the bunker to the other similar bunkers withing the UKWMO was possible through a dedicated system called Emergency Communication Network (ECN). The main function was that of constantly updating the map of the fallout and of the operations taking place at all levels, including all surviving infrastructures. Many maps and teletypewriters, original components of the system, are part of the display.

The ‘brain’ of the system was the Message Switch Exchange (MSX). A top-tier system elaborated by British Telecom in the 1980s, it looks exceptionally complex. The lit cabinets and modules provide a really vivid impression of how it should have looked like back in the Cold War years. The electronic cabinets and wiring driving to the rooftop antenna are still lit as well.

A rare, incredible portable satellite communication antenna is on display. This was employed in peacetime condition, and stored inside the bunker when under attack.

The screens where the meteorologists and nuclear scientists displayed all the information gathered and prepared forecasts are another unusual Cold War sight.

Perhaps unexpectedly in a 1980s hi-tech environment, a purely analog, wired telephone exchange system is on display. This is original as well, and was kept in service as a ‘last line’ backup system within the ECN until 1992, should the futuristic MSX system fail under an attack.

A complement to the exhibition of the RGHQ is the fire control room, where a big screen and several communication consoles were employed for directing firefighting actions at a regional level. Following the experience of Nagasaki and the extensive nuclear tests of the 1950s, it is known that fires resulting from the extreme temperature and radiation intensity associated with a nuclear explosion are possibly even more dangerous to buildings and infrastructures than the shock-wave itself.

A display which is not original from Hack Green, but found an ideal home in this bunker, is made of a reconstructed room from the Regional Air Operation Center (UKRAOC), which would gather information from the BMEWS. The material on display used to be at RAF High Wycombe, where the UKRAOC facility was located in the Cold War years.

Fed by the BMEWS early warning station at Fylingdales, the apparatus in this room was constantly updated on the defense situation. A Soviet ICBM attack would be detected here, and from here the alarm signal to the entire national civil and military defense system would be triggered. This really one-of-a-kind reconstruction is really evoking, with the original panels all lit, and a dim light background!

A final room on the underground floor hosts a reconstruction of a Soviet missile launch room. Perhaps not accurate as a reconstruction, it is however centered on original material and memorabilia items from the Soviet bloc. This area has been employed as a set for movies.

At the base of a second stair well ascending to the ground floor you can find a reconstruction of one of the more than 1 thousand peripheral posts of the ROC. Such posts, scattered on the UK territory, gathered information for the RGHQ, and constituted the ‘sensors’ of the nuclear attack detection network. The technical gear includes over-pressure and radiation intensity transducers.

Getting there and visiting

The bunker is in a very secluded location, about 25 miles west of Stoke-on-Trent, and roughly 60 miles from Liverpool and Manchester. Very little advertised in the area, and not much known to the general public even in the UK, this hidden gem can be reached very conveniently by car, not much conveniently with public transport. The exact address is French Ln, Nantwich CW5 8BL, United Kingdom.

The bunker was built far from the crowds. Do not be worried as you see the road getting narrower and you feel like your NAV is taking you to nowhere – you are probably on the right path! Once there, you will find a large inside parking, and a top-level management of the entire facility.

Visiting is on a self-guided basis, with tons of explanatory panels and illustrations allowing to make the most out of your visit even if you have just a normal interest and preliminary knowledge of the topic. For a specialist, this super-interesting, one-of-a-kind site may require at least 2 hours for capturing the details, and possibly take pictures. Website with visiting information here.

York Cold War Bunker

Besides the impressive Minster and the beautiful historic town, York has the distinction of being the seat of one of the few Cold War bunkers preserved in the UK. Differently from Hack Green (see above), the bunker in York was installed relatively late in 1961, in the middle of the Cold War. Since then and until the collapse of the USSR, it acted as a node in the UK Warning and Monitoring Organization (UKWMO), collecting information and coordinating emergency actions around York in the event of a nuclear attack. A cluster of reporting points was linked to the bunker in York, which took the name of Headquarters of the N.20 Group within the UKWMO.

An eminently intelligence collection and information relay facility, the bunker was manned by the Royal Observation Corps (ROC), who provided voluntary civilian staff to support the monitoring and communication functions of the bunker in the UKWMO network. The bunker ceased operations and was basically sealed in 1991. Until that time, the ROC ran the facility, carrying out regularly scheduled drills and simulations. The bunker was designed and sized to offer its staff a self-support ability of a few weeks in a nuclear fallout scenario. Besides all supporting facilities, including water tanks, pumps and power generators, the facility was centered on a set of sensors for nuclear blast detection, as well as provision for fallout forecast and monitoring.

The bunker has been taken over by the English Heritage, a structured nationwide historical conservation association, which restored the site and opened it to the public.

The York Cold War Bunker is not far from the historical center, yet in a quiet residential area. Access is from a small parking area among low-rise buildings. The greenish paint of the concrete walls and the tall metal antenna on top cannot be spotted from much farther away than the parking itself. Curiously, the pedestrian door of the bunker stands some feet above the ground, and can be reached via a concrete stairway. Then once on top and inside, you need to descend some flights of stairs to get underground.

Compared to the Hack Green bunker, the York group headquarter is more cramped, with smaller rooms, lower ceilings and narrower corridors.

The first part of the visit covers the supporting facilities. These include a ventilation system, which as customary for nuclear-proof bunkers (but the same is true for older bunkers dating from WWII) filtered the incoming air and ejected the inside air, basically pressurizing the bunker environment with respect to the outside atmospheric pressure. This avoided passive ingestion of contaminated air from the outside.

A power generator and a water pumping system are also visible. A control panel for all the plants has been preserved, similar to the machinery in this area, dating from the time of construction.

The centerpiece of the visit is of course the reporting room. The reason for putting a headquarters in relatively low-sized York was the presence in the area of significant food production industries, as well as of a major railway node in Northern England. Furthermore, military facilities like the only BMEWS station in the UK happened to be in Fylingdales, northern Yorkshire. These features would make York a valuable strategic target for an attacking enemy. The main function of the bunker within the UKWMO was that of ascertaining the position and intensity of a nuclear explosion on the territory covered by its jurisdiction.

Anticipated by the early warning ballistic missile detection system protecting the UK, the hit could be recorded by the sensors available in the bunker or in other reporting points scattered around in the country. The bunker would then try to predict and follow the evolution of the fallout. This would allow coordinating emergency and recovery actions including fire suppression, medical evacuation, water and food transport and supply, etc.

The central reporting room looks mostly like an operations room in a military headquarter. It is structured on two levels, with large maps and boards for visually updating the situation and writing information. Batteries of telephones and teletypewriters allowed obtaining communications and sending updated information to allow emergency services as well as decision centers to carry out post-attack operations. This system was not dissimilar from the counterpart beyond the Iron Curtain (see for instance this center in Poland).

Nearby the reporting room, the components of the sensor suite allowing to detect the position and intensity of a nuclear explosion are on display.

The first is the bomb-power indicator (BPI). The working principle is that of reading the over-pressure caused by the shock-wave invariably produced by an explosion, and particularly intense for a nuclear explosion, releasing an immense amount of energy in a small volume and within a very short time. The supersonic traveling shock-wave is responsible for the mechanical breaking of building and superstructures, like antennas, suspended power lines, bridges, piers, etc. Being a wave of pressure, its intensity can be measured by pressure transducers, which for the BPI show the reading on a simple analog dial.

The transducer, seen handing from the ceiling in the exhibition, would stand on the rooftop of the bunker, exposed to the explosion. This type of sensor was also installed in smaller reporting points scattered over the territory of the UK.

A second sensor was the ground zero indicator (GZI). Here the working principle was also very simple. The main element in the GZI is a metal drum with a small hole in the side, and a piece of photographic paper covering the inside surface of the cylinder. An explosion would send a high-energy light beam through the hole, producing an impression on a precise point on the paper. By positioning in a very accurate way the drum on its pedestal on top of the bunker, according to a precise fine-tuning, it was possible to retrieve the direction of the incoming beam. By composing the reading of more than one precisely-located drum, it was possible to pinpoint the position of the explosion by triangulation, both in terms of geographical position and altitude. The latter is a very relevant practical information, since for instance the quality and hazard of the fallout are strongly related to the proximity of the explosion to the ground.

The GZI, a purely analog sensor, had the odd feature of requiring collection of the photographic paper by venturing outside of the bunker after and explosion, i.e. facing the fallout.

The third and most evolved system on display is an AWDREY computer. The name stands for Atomic Weapon Detection Recognition and Estimation of Yield. This artifact is very rare to see, and a quite refined piece of engineering for the time. It was supplied to 12 headquarter bunkers of the UKWMO, including York, and was operative from the early 1970s. The computer is the computational part of the system, whereas the detection system was based on a sophisticated transducer put outside, on top of the bunker. The working principle was much more sophisticated here, and related to the evolution of the intensity of the radiation coming from the core of the explosions in the first instants of the detonation process. Several stages of a nuclear explosions happen in a row on a scale of a few millionths of a second. These include a predictable oscillation of the intensity of radiation. The exact features of this oscillation are correlated to the yield of the explosion. The ability of AWDREY to collect and interpret data from the early stage of the explosion would allow it to reconstruct the position and yield of the explosion at once.

Tuned on experimental data from nuclear testing in the field, this system delivered good general performance, with some inaccuracy in case of intense atmospheric phenomena taking place – or during fireworks, when the York system was apparently misled in one occasion, interpreting it as a Soviet attack!

The tour is completed with a view of the dorm for the civil servants of the ROC, and with a short exhibition on some historical and political aspects of the Cold War.

Getting there and visiting

The York Cold War Bunker is professionally managed by the English Heritage. Visiting is only possible with a guide. Please note that as of 2022, pre-booking is strictly necessary, since there is no ticket office on site. The guided tour lasts about 45 minutes, including a well-crafted introductory video. At the time of writing, only the first underground floor is open for a visit, but plans for an expansion of the visible part of the facility are being drafted.

The tour is very interesting and detailed, with some educated humor to make it more enjoyable! For specialists, it will be too quick, especially if you like to take pictures. However, the site indeed deserves a careful look also for the more technically-minded people, especially considering the little number of similar facilities open in Europe – and of course in the UK, where it is a one-of-a-kind destination, and a true must for Cold War historians.

The location is about two miles west of York Minster. Convenient to reach by car, several public parking lots are available in front of the gate or in the neighborhood. The exact address is Monument Cl, Holgate, York YO24 4HT, United Kingdom. Website with full information here.

Missiles in Germany – The Live Exhibition of the Society of Military History in Demen

Heading to Berlin or the former GDR? Looking for traces of the Cold War open for a visit?

A Travel Guide to COLD WAR SITES in EAST GERMANY

Second Edition - 2024

DON'T LEAVE IT AT HOME! AVAILABLE in PAPERBACK or KINDLE from your national Amazon store!
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The armed forces of the German Democratic Republic (GDR), named NVA (‘Nationalen Volksarmee’, or National People’s Army), and the Western Group of Forces of the USSR coexisted on the territory of the communist-led GDR for the entire duration of the Cold War. They were basically independent from one another at least in terms of organization. The NVA was sized according to the interests of a highly militarized, but relatively small country in the core of Europe, and its vocation was mainly tactical. Nonetheless, the NVA boasted several branches, and in particular a land army, an air force and a navy.

Actually, the attack plan of the USSR in Europe – constantly updated over the years – foresaw a total, ‘one-shot’ massive attack aimed at reaching the North Sea coast in the shortest time possible, starting from the border with the West, thus primarily from the GDR, and making use of tactical nuclear weapons on key-targets in Western Europe. An involvement of all Armed Forces of the Warsaw Pact – beside the Soviet Red Army – was part of the plan, and as a result especially the good level of the military supply of the GDR was always a concern in the eyes of war planners in the Eastern Bloc.

When thinking of missiles and the Cold War, images of the parades on the Red Square in Moscow typically come to one’s mind. However, local national Armies of nations in the Warsaw Pact indeed had armed forces on their own, and usually also missile brigades incorporated in them.

This is the case of the NVA, which was fed by the USSR with the most advanced rocket technology, as soon as missiles grew in size and reliability to become significant warfare items. An excellence of Soviet rocket warfare has been the great care for the advanced deployment and ease of transportation of any assets, partly dictated by the infrastructural difficulties of a country so huge and so extreme in terms of terrain conditions and seasonal changes as the USSR. Actually, Soviet transport vehicles for missiles since the early 1960s matched missiles of virtually any sizes, of course including those for theater operations, which are intermediately compact and lightweight, especially when compared to larger, heavier and longer-range strategic missiles.

The arsenal of the NVA in terms of missiles was kept up to date between the early 1960s – as said, the beginning of serious rocket-based warfare and correspondingly war action plans, also in the West – and the end of the Cold War. Following bilateral Soviet-US disarmament treaties in the late 1980s, a transition period was started, obviously influenced by the 1989 anti-communist revolution and the starting of the German reunification process. The NVA was dissolved and its assets incorporated in the armed forces of Federal Germany in 1990. Due to the changed global relationships following the collapse of the USSR, most rocket forces in Europe, originally intended to fight a war on the continent, were significantly reduced or totally disbanded.

In its heyday, the missile forces of the NVA totaled two regular Brigades, incorporated in the land forces of the NVA, and eleven independent Brigades. They were supplied over the years with SCUD-A/B, Luna and Oka missile and corresponding transport/launch vehicles in various versions. The warheads supplied to the NVA were usually conventional. However provision was made for nuclear warheads, which were always kept under the direct control of the Soviets in two purpose-built nuclear depots (see this post).

An excerpt of the rich history of the rocket forces of the NVA can be reviewed visiting the nice exhibition of the ‘Militärhistorischer Verein Demen’, which translates into ‘Society of Military History of Demen’, located in the homonym village in Mecklenburg-Vorpommern, the northernmost district of the former GDR. It is easily reachable less than one hour driving inland from Lübeck or Rostock on the Baltic Coast. The display of this society of enthusiasts reaches even further, documenting the presence of missile forces of the US and within the Bundeswehr of Federal Germany, supplied with American material during the Cold War.

This post covers this very nice and lively collection, really special both in terms of items on display, and for the fact that most vehicles there are still in working order – when visiting, you will have good chances to see them moving around!

Photographs were taken in 2021.

Sights

The base in Demen became active between 1975 and 1977, when the 5th Mobile Rocket Technical Base (BRTB-5) and later the 5th Rocket Brigade (5. RBr) of the NVA moved in with all their assets. The 5. RBr had been originally formed in 1962 with another name (Autonomous Artillery Brigade sABr-2), and supplied with SCUD-A missiles. In 1964 it converted to SCUD-B theater missiles. It was re-founded as the 5. RBr only in 1967.

In 1985 it was resupplied with the SS-23 Spider (aka Oka, or 9M714 in Soviet coding). The INF treaty signed in 1987 by President Reagan and Secretary Gorbachev targeted that type of missile, which was therefore short-lived, and disposed of as soon as 1990 in the NVA (later Bundeswehr).

The exhibition in Demen offers an insight in the missile types in use by the NVA. They have been placed inside a building of the former NVA military base on site, which following disbandment of the NVA has been converted into a multi-functional facility, with local companies and diverse businesses taking over the hangars, warehouses and residential buildings.

A complete 9P113 Soviet-made launcher for the old Luna (NATO: Frog) missile is on display, with the missile on top of it.

Right besides is a cutaway exemplar of the highly-successful Soviet BTR-60 armored personnel transport vehicle. The twin-engined propulsion system is clearly visible.

The collection in Demen is unique in having some fully working vehicles on display.

The bulkiest and most impressive is surely the movable launcher 9P71 for the Oka missile. This eight-wheeled truck can be seen in the pictures sheltered in a hangar, or moving around the premises of the former NVA base!

In this video you can see the vehicle displaying the movable crane – still perfectly operative – for maneuvering the missile.

In this other video you can see the launcher carefully coming back into the hangar, following a live display.

Another vehicle from the Eastern Bloc and still in fully working condition is this technical van UAZ-452. Not only it can move on its wheels and engine, but it looks still perfectly equipped!

The collection in Demen is not exclusively devoted to the Eastern Bloc or the GDR either. Instead, you can find both static and ‘live’ items on display from the NATO side of the Iron Curtain. The latter include a M752 amphibious vehicle for transporting the Lance missile.

This vehicle with tracks was highly popular in the US and many NATO countries, including Federal Germany, the Netherlands and Belgium. Another unusual living exemplar is that of a Swedish Hägglunds Bandvagn BV-206, aka SUSV in the US Army. A very versatile tracked vehicle with a trailer made for the snowy terrains of Scandinavia and the Polar continents as well, today running around the former NVA base in Demen!

Three warheads from US missiles deployed on the territory of the FRG are on static display, allowing for a nice size and shape comparison. They are a Pershing, Honest John and Sergeant warheads, all theater missiles from different stages of the Cold War. On the outside, a fully assembled Honest John is similarly on display.

The Soviet-made missiles on display are a Luna, an Oka and a SCUD. The Luna, painted in gray, is partly cut to show the inside mechanisms and arrangement. Also the corresponding warhead has been cut to show the inside structure.

The pretty rare Oka missile has not been cut – a true icon from the Cold War in the mid-1980s!

The SCUD has been separated from its warhead, and partly cut and cleverly lighted to show the inside plants and arrangement.

Besides the SCUD also some original parts of the guidance system have been put on display, together with some technical testing/monitoring material of Soviet or East-German make – note the writing in Cyrillic.

Display cases all around host original technical material, many fantastic models mainly from the arsenal of the NVA and Red Army during the Cold War, as well as exceptionally detailed and informative panels concerning the history of the missile forces of the NVA (as well as specifically on some of the missile systems on display).

Many evocative photographs and videos from the days of operation complete the display in the hangar.

Some very rare artifacts are from the early stage of rocketry, and include components of von Braun’s first works – most notably the V2 – from the Third Reich era.

A second branch of the exhibition, physically hosted in another building of the complex, is composed of the two rooms packed with memorabilia items mainly from the history of the 5. RBr

These include books, photographs, and beautiful memorial crests, especially from joint exercises carried out with the Red Army with live firing of the missiles in a dedicated polygon in Kapustin Yar. People taking part to these exercises – held back in the 1980s – are now volunteering in the Society, and you may be so lucky to meet them for a nice talk and for getting a more lively insight on the history of the NVA rocket Brigades. Staff from the 5. RBr deployed to the polygon by land, and the original map retracing their movements across the USSR is on display.

Also on display are original technical boards displaying some operating concepts for the Oka missile – in Russian, a one-of-a-kind relic of the Cold War years!

Getting there & Visiting

The small village of Demen is located in the northeastern quarter of Germany, about 25 miles from the Baltic shoreline, 45 miles from Rostock and 55 miles from Lübeck, both port towns on the Baltic sea. You can reach the display by car here. Access to the former NVA complex, now called Evita complex, is via the road L091, to the west of Demen.

One of the many hangars in the Evita complex hosts the collection, and the memorabilia rooms are in an adjoining building. Opening times are very limited (basically in the weekends), but this is due to the fact that they coincide with volunteers’ gatherings. On the plus side, you are likely to see at some vehicles running.

For interested subjects a time of 1 hour may be the minimum for a visit to the static display, if no vehicles are moving around. If there are live displays, or volunteers to interview, you may spend there 2 hours or more.

German is obviously the main language spoken (and often times the only option in this part of Germany), but English is nonetheless understood and spoken by some of the volunteers. Website here.

Soviet ‘Monolith’ Nuclear Bunkers in Poland – Survivors & Ghosts

Since the beginning caught in the storm of WWII, Poland saw its border changed again in 1945 by the Western Allies and the USSR – the lack of natural borders meant that fate for this Country several times over the centuries. Furthermore, as a massive flow of Soviet forces had been pivotal in repelling Hitler’s forces, similar to other nations sharing a border with the USSR, Poland found itself deep in the sphere of influence of Stalin’s Soviet Union. A communist dictatorship was installed starting 1945, due to last until the end of communism in Europe in 1989.

As a matter of fact, Poland turned out to be by far the most populated and largest of Eastern Bloc countries. Strategically placed in the middle between the USSR and free Western Europe, with a wide section of the Baltic shoreline and a huge, mostly flat territory, similar to the German Democratic Republic nearby, Poland was the theater of a significant militarization effort by the Soviets. Not only the Polish army received Soviet war material in large stocks over the full span of the Cold War, but the Red Army also actually had significant assets scattered over Polish territory – its huge Northern Group of Forces being stationed there, with tanks, aircraft, dedicated bases, firing ranges, as well as several tens of thousand troops and their families, making for a kind of military colony of the USSR.

What is possibly less known is that also Soviet nuclear weapons were stationed in some satellites of the USSR, like the GDR (see this and this chapters, for instance), Hungary (see this chapter), and of course Poland.

Some elements of the global picture have been introduced in another chapter, dealing among other things with a Basalt-type bunker built for storing air-launched nuclear systems, on the premises of the Soviet airbase of Wiechlice (Szprotawa). Yet as can be argued from the general map of of nuclear depots known to Western intelligence, dating from 1979 (‘Warsaw Pact Forces Opposite NATO’, Vol.I-II, CREST record number 0005517771, declassified and released in 2010, here), there were also three major depots of the Monolith-type in Poland. Similar to Stolzenhain and Lychen in the former GDR (see this post), these depots were larger, multi-chamber storage facilities, intended to store primarily missile warheads for longer periods, for instance to complement the SCUD launch system for theater missiles.

The uniqueness of Poland in the panorama of Cold War archaeology lies in a generally positive attitude towards preserving some traces of this dramatic piece of recent history, when the map of Europe was markedly different from now, and the western world found itself multiple times on the verge of a nuclear confrontation, to be fought on the very territory of now wealthy Core Europe. As a result, an impressive number of war museums putting on display military stuff from all the 20th century can be found scattered over the broad territory of today’s Poland.

Even more important, a certain number of former Soviet military installations are being either actively preserved, or at least not condemned through demolition works or re-assignment to improbable new uses. This is despite a totally justified negative attitude towards the Soviet occupation forces and communist dictatorship. This attitude marks an unusual difference between the cultural attitude of the fierce Polish people towards recent military history and Soviet occupation, with respect for instance to Germany or Hungary, where the comprehensible dislike for the Soviets has taken a shape in leaving behind – i.e. more or less demolishing – every trace of a Soviet military presence, and especially in the former, reducing military museums to a minimum.

Among the most prominent Cold War relics you can find in Poland are the three Monolith-type nuclear warhead bunkers mentioned above. One of them – the Podborsko site – has been restored with 90% original material, and makes for a world-class, top-tier museum in the panorama of Cold War military history. The other two, Brzeznica-Kolonia and Templewo, have been left to nature and have now become ‘Soviet ghosts’, but they are advertised with panels, providing some info, and while access is not encouraged, a quick look inside the bunkers, as well as freely walking in the former premises of these bases, is of course possible.

This post covers these three Monolith-type sites, with a focus on the unique preserved Podborsko site, which needs to be on the shortlist of everyone with an interest in Cold War technology, as well as in the history of the nuclear stockpile. All sites were visited, and all photographs taken, on a trip to western Poland in summer 2020.

Navigate this post – click on links to scroll

Sights

All three sites are in northwestern Poland. GPS coordinates are provided in the respective sections. Despite being not too much afar from each other, due the relatively slow connection roads in the area, visiting all three places in one day is not possible. Furthermore, the area is quite dense in both general interest and Cold War related destinations, so I would advise planning a trip to this region of Poland and listing these sites among other destinations.

Podborsko Site – Objekt 3001

A good specimen of a Monolith site, Podborsko – or Objekt 3001, as per the official military listing of the Cold War years – was centered on two large half-interred bunker, each with two big side-wards opening tight doors at ground level, providing access to the interior with the trolleys used to move the nuclear warheads from the transport trucks to the cellars.

For an increased protection in case of an attack to the site – likely listed among targets of strategic value by Western Countries – a second tight door was put immediately next to the external one, creating a tight, blast resisting and insulated airlock between the interior of the bunker and the outside world.

Both doors to the two ends of the airlock can be – and are – opened via a manual crank system. Two men are needed to actually move the doors however – they are really heavy! A servo-assisted system was in place originally.

An interesting detail is the original sensor for the door status, part of a security system of the base.

Similar to their US counterparts, the Soviets took the problem of security of the nuclear arsenal pretty seriously. Each door on the path followed by the warhead from the outside to the cellar, including the airlock doors as well as the cellar doors inside the bunker, were associated to a trigger. When the corresponding door was opened, the trigger sent a signal via a dedicated cable link to the headquarters of a dedicated branch of the Red Army offices in Moscow, Russia, which was kept constantly updated on the status of each critical door in the depot. The link was via purpose-designed vacuum-protected cables – the actual wiring ran along a vacuum manifold, so that in case of the cable was bitten and the vacuum manifold collapsed, an emergency signal was immediately sent to the nearest nodes of the network, allowing surveillance staff to intervene promptly.

The opening of and closing procedure of the airlock doors involved communication with a post in Moscow too, which started with the local guards communicating their intention to open the doors via a system housed in a blue cabinet besides the tight door. As the signal traveled from the bunker to the headquarters and back, the opening of an airlock was not a quick operation! Original writings in pencil can still be found in the cabinet.

Past the airlock, you land on an elevated concrete platform. From here the warheads were moved to the underground floor via a mechanical crane. This is still standing today, with limit indications in Russian.

From the platform you get an excellent lookout of the bunker structure. You can see a twin suspended platform to the opposite end of the underground floor, with a tight door shut closed. Along the long sides of the main hall, on the underground level you see several doors. On the right hand side, big sliding doors painted in white give access to the cellars, where the warheads spent most of their time in rest. On the opposite side are smaller man-sized doors, giving access to the technical area, with provision for the men of the permanent bunker watch.

The stairs leading downstairs are among the few complements to the original structure – they have been put in place to ease visiting. Originally, the underground floor could be reached from the suspended platform only via a lateral manhole with a vertical metal latter.

The warheads are long gone today – the site was built in the late 1960s, and was emptied of its strategically relevant content in the late 1980s, to be finally ceded back to the Polish government after the withdrawal of all Russian forces from Europe. The cellars today are mainly empty, and used to showcase interesting items related to the site.

First, you can see a scale model of the entire site. In Soviet times, the place was a full scale military base. It included a separated area with living facilities for the troops and their families, who ran the base with both technical and surveillance tasks. Today, this area has been taken over by the government, and used as a prison – Podborsko is rather secluded and far from populated areas on the Baltic coast. Furthermore, as said there used to be two twin bunkers. Today only one has been restored, whereas the other is sealed and waiting for reuse. Between the sectors of the base multiple fences with barbed wire, concrete walls, foxholes and other deterring/defense devices and systems were in place, making the innermost part of the base with the bunkers rather inaccessible.

An original armored cabinet from the time of operation is still in the corner of a cellar, its original use is uncertain.

In another cellar you can find everyday items and relics from Soviet presence in the area. These range from toothpaste to children’s toys. Also more military-related items, like cartridge boxes and even original Soviet military dog tags have been found scattered over the area!

You can also find weapons, a scheme of the base in Russian, anti-radiation suits, and parts of the body, control and guidance systems of a Soviet SCUD theater missile – the corresponding warheads being the main business in Podborsko. There is also a copy of the plan of an attack scenario for Western Europe, showing some targets on the respective sides of the Iron Curtain.

One of the cellars has been left empty, with a mock-up of a warhead, resting on one of the original trolleys. This is particularly evoking, despite being just one out of the high number of warheads usually stored in a cellar. The actual number of warheads residing in each Soviet storage over the years is still today not totally clear. However, reportedly former Soviet staff support there was in a single Monolith bunker in Poland enough nuclear material for the whole attack plan over Europe, meaning a number of several tens warheads per site.

The trolley is original as said, and it shows the function of the slots on the ground of each cellar, which allowed anchoring the trolley firmly in position. This was possibly needed also in the extreme case of a blast hitting the bunker, so as to avoid any unwanted displacement of the trolleys.

A fourth cellar displays a set of panels, outlining the history of the Cold War.

As said, the security triggers telling the status of the door can be found close also to each of the sliding doors of the cellars.

Before moving to the technical area on the other side of the bunker, a look to the central hall reveals a number of original material. In particular, you can find an interesting set of instruments, handles and gauges packed together in a metal cabinet. Their function was that of monitoring the state of each warhead. Nuclear material needs to be stored in precise conservation conditions, so warheads were kept in dedicated cases. These were inspected regularly by connecting them to the monitoring system and recording the corresponding gauge readings. Traces of the positioning markers for an inspected trolley can be found close to the cabinet, painted on the ground.

Another conspicuous sight in the main hall is the heating system, needed to keep the inside atmosphere at a constant assigned temperature and humidity level, to guarantee the health of nuclear material. A big array of heat exchangers takes the top part of a side wall in the main hall.

The technical part is made of two main parts, and is accessible on the long side of the hall opposite to the cellars. One part is made of a blind sequence of three narrow compartments. Here you can find a case for manipulating dangerous chemicals, with protection gloves once protruding inside. Nearby, a sink and some cabinets recall a medical room.

This area was designed to manipulate and check the triggers of nuclear weapons in use at the time of construction of the Monolith bunkers (late 1960s). These made use of reactive materials, thus requiring some precautions and a complex maintenance procedure. They were phased out soon after the construction of the site though, so this part of the bunker was basically unused since that time. A tight door connects this area to the main hall.

The second part of the technical area is arranged along a U-shaped corridor, starting and ending in the main hall. Similar to the previous technical part, a small sealed door connects the corridor to the main hall.

The first technical rooms you meet are related to climate control.

Next you find a big water tank. Close by there is a single toilet. This was reportedly seldom used, as drainage did not work properly due to the underground placement. Watchmen during their shifts in the bunker went out for their physiological needs.

Going in and out for pedestrians was made possible through a man-sized airlock. This is perfectly preserved in Podborsko, similar to the passage leading up, by means of very steep metal ladders.

Another interesting sight in the technical area is the air filtering room, which is close to the small living area for the watch staff. In case of an attack to the facility, making the area poisonous possibly also due to fallout, this huge filtering system allowed the troops inside to survive for some time.

The electric control room is in almost mint condition. Only the major connections to the external power lines – not there any more – have been cut. Same electric connections still bear their original hand written identifiers!

An original – and rare – handbook with some illustration of standard trolleys is among the artifacts to be found in this incredible exhibition.

Concluding the technical part, a massive Diesel power generator, with its ancillary air pumping and exhaust expulsion systems, is still there in a rather good state.

Back outside, the Podborsko site features also a Granit-type bunker, perfectly preserved with its metal doors – seldom found elsewhere. Granit bunkers were much softer in construction than the Monolith-type, and they might be used for storing assembled missiles, command posts and more. The one in Podborsko is another Soviet mystery – it is hard to tell to what purpose it was built, probably in the late 1970s-early 1980s.

The second bunker, very similar inside to the main one, is sealed and waiting for restoration. You can walk the exterior, where some remains of the truck loading/unloading platforms can be found. Traces of a fence line can be seen to the back.

Getting there and moving around

The Podborsko site is a branch of the ‘Muzeum Oreza Polskiego w Kolobrzegu’, called ‘Cold War Museum Podborsko 3001’ (‘Muzeum Zimnej Wojny Podborsko 3001’ in Polish). The town of Kolobrzeg is on the Baltic coast, roughly a one hour drive from this bunker, and hosts other branches of this nice museum (a tank and artillery collection, a marine branch,…). The dedicated website of Podborsko is here, to be Google-translated from Polish. The Podborsko site is open on a regular basis at least in summer, and also by appointment. I guess the visit may take about 1 hour once on site.

My visit was a special one though, as I had the chance to join in for a special thorough visit of the site, prepared for Dr. Reiner Helling, a nuclear scientist from Germany, and one of the most knowledgeable historians in the field of Soviet military presence and nuclear assets in Europe. Dr. Helling extended the invitation to me, so I had the unique chance to take a private, tour with the local curators of the branch, Mr. Mieczysław Żuk and Mr. Pawel Urbaniak. We spent some hours touring the site inside and out – special thanks to all three for an unforgettable experience!

Getting to the bunker is easy by car. Driving will be along an original Soviet service road, which can be faced with a regular city car. You may park once on the spot once there.

Brzeznica Kolonia – Objekt 3002

The site in Brzeznica Kolonia can be found close to the former Soviet village of Klomino – pretty famous in its heyday among the urbex community – and in the vicinity of the airport of Nadarzyce, still active today.

The site has been largely wiped out, but the bunkers and a little more hardware survive, in a ghost condition. However, the site is advertised with some explanatory panels, and it is also quite popular among the locals, which come here to take a couple of pics in a weird scenery.

One of the most portrayed items on the premises of this site is the Granit bunker, which is today lacking its original metal door. Similar to Podborsko, this ‘soft’ bunker was added at a later stage, and its function is to be guessed. Interestingly, some painted stripes can be found on the pavement, possibly marking the position of some trailer or gear.

Similar to Podborsko, the two major Monolith bunkers are arranged with their respective axes crossed. The eastern one can be accessed from its southern door pretty easily. Inside, it reveals its similarity with Podborsko, except for having being spoiled of any metal part – from the doors to the heat exchangers – and having hosted a wildfire or similar, as can be guessed from the sooth on the walls and ceiling.

Getting to the underground level from the suspended platform is not safe if you are going alone, like me, as the original metal ladders have been taken away. However, hard spoiling has to be expected also in the technical rooms.

Walking on top of the bunker, you find traces of the man-sized side entrance, completely interred.

Ahead of the bunker and to the back, traces of the loading/unloading platforms for trucks can be still recognized.

The westernmost bunker is easy to access from the eastern gate. Inside, it has been spoiled of any metal, similar to its twin brother. It is in a generally better shape though, without sooth on the inside walls.

In both bunkers, traces of original painting can be found.

In between the two bunkers, a number of smaller buildings are still to be found, including – apparently – a water tank, and some sentry boxes.

Also, more than in Podborsko you can appreciate a network of foxholes, which despite fading in nature, can be clearly noticed departing from the main roads once crossing this military installation.

Back to Nadarzyce nearby, you can get access to the former ghost town of Klomino. The majority of the original Soviet blocks have been wiped out, but most incredibly some of them have been restored and are today inhabited. This, and the very bad access road, make this place worth a visit only for completing the tour of this once big Soviet installation, without adding much. There is really not much left to see in Klomino.

Getting there and moving around

As said, the bunkers are pretty popular among the locals, who go there by mountain bike or car. The site can be accessed via an unpaved service road, totally safe also for a standard car, taking south from Nadarzyce. The parking point is here 53°25’51.0″N 16°34’43.6″E. There are also some picnic tables, an explanatory panel and some warning signs.

Templewo – Objekt 3003

Similar to Brzeznica Kolonia, the Templewo site has been largely reclaimed, and is now partly preserved as an unusual spot in the wilderness. The base has completely gone, but the the monolith bunkers are still there.

They can be found following an original Soviet paved road.

Both Monolith-type bunkers can be accessed with little difficulty, despite the gates having being mostly interred, like for Objekt 3002.

With respect to the latter, they appear in a generally better shape, albeit stripped of any metal hardware. Again, going down to the underground level is not recommendable if you are exploring alone, as there are no ladders from the suspended platform.

Taking a detour from the Monolith bunker area reveals an extensive network of trenches and foxholes, with abundant traces of – dangerous – barbed wire.

Finally, a single Granit-type bunker, added to the site at some point similarly to Podborsko and Brzeznica Kolonia, has been completely taken away. Only the side embankments can be seen today, wet and with a slimy puddle in between.

Getting there and moving around

The site can be reached by car, shortly north of the road connecting Trzemeszno Lubuskie to Wielowies. A parking area, part of the former base, is here 52°25’16.2″N 15°19’10.6″E. No special car needed, you can drive the original Soviet service road with a standard city car. From the parking, you may move north for a very short walk. You will soon find mild warning signs concerning the bunkers.

The area is located next to a huge military proving ground, so loud bangs might be heard quite easily, and you will see signs telling not to go south with respect to the access road to the former nuclear installation. However, the bunkers themselves are out of the danger area, and totally open and accessible.

The Red Army in Hungary – Airbases, Bunkers and Ghost Towns

Similar to other satellite countries like Poland, Czechoslovakia and the former German Democratic Republic, for decades after WWII Hungary was under the strong influence and de facto military control of the Soviet Union. As a result of the anti-communist revolution of 1956, when the Soviet nearly lost control of the country for a while, a massive Soviet force was stationed in Hungary to prevent further turmoil – the so-called Southern Group of Forces – acting in parallel with the local Hungarian Army, although in a coordinated fashion.

This was reflected by the turning of several existing airfields and training grounds from older times into modern Soviet bases. Their premises, and the territories around them, were completely severed from the rest of the Country, leaving the Soviet forces with a great freedom of action concerning the deployment of unspecified numbers of troops, tanks, aircraft, communication gear, and even nuclear warheads. Furthermore, the families of the Soviet troops stationed in the Country were hosted in dedicated purpose built – or purpose converted, pre-existing – villages.

All this left traces of course, and after the end of communism in Europe, and later the collapse of the USSR, the majority of these installations were either abandoned or converted to some other use. Abandoned – i.e. not converted – Soviet bases and installations in Hungary were pretty many. Today, many of them are being demolished, or are still standing, but severely damaged after years of disrepair. Actually, the best preserved installations are those waiting for conversion or for some yet-to-be-defined destiny, and currently under custody of private owners or the state.

This post is about some of these installations, and it focuses especially – but not exclusively – on storage bunkers for nuclear warheads. Besides being especially appealing to mystery-hunters and urbex explorers, such places are an interesting testimony of the serious attitude of the Soviets towards a war in the European theater. This was considered a likely event in many instances over the decades of the Cold War, from the 1950s to the years of President Reagan’s Strategic Defense Initiative. The money spent over the years by the Soviet Union to build up a dedicated military infrastructure, and the deployment of tactical warheads close to the designated targets in western Europe to prepare for such scenario, show that the USSR did not think of fighting a nuclear-based final battle just as a mere theoretical exercise.

Photographs were taken in August 2020.

Sights

Based on a CIA report dating from 1979 (‘Warsaw Pact Forces Opposite NATO’, Vol.I-II, CREST record number 0005517771, declassified and released in 2010, check it out here), there used to be a small yet significant number of bunkers for the storage of the Soviet nuclear stockpile in Hungary. The following map, taken from this report, shows their approximate location and type.

Despite a clear correspondence of each symbol with a Soviet bunker construction type is not readily available, it is possible to reconstruct the information as follows.

The only solid triangle corresponds to a Monolith-type storage bunker, the largest and most sophisticated type of storage in the Soviet standard inventory, made for long-term storage of nuclear warheads. This site is located close to the village of Urkut, in the middle of an extended region, once the largest part of Hungary managed exclusively by the Soviet military. In this area you can find also the headquarters of the Soviet forces in Hungary, the Southern Group of Forces, located in the small village of Hajmasker, as well as the airbase of Veszprem, with an annexed village with housing for military staff and their families.

Monolith-type bunkers were seldom built on the premises of airbases or other military bases. They were prepared mostly in secluded area, shrouded in the vegetation, so as to avoid any unwanted attention as much as possible. They would store high-yield warheads for theater missiles (e.g. SCUD missiles). Urkut is no exception, as there are no airfields close to it. It is shrouded in the vegetation, and far from any village of significant size.

Back to the map, round dots represent Basalt-type storage bunkers, which are most commonly to be found close to airfields. This type of bunker is significantly large, and capable to store air-dropped/launched tactical weapons with nuclear warheads. Two sites are shown on the map, of which only the one on the premises of the former airbase of Kunmadaras could be located.

Finally, the squares correspond to Granit-type storage bunkers. These were of much lighter construction with respect to Monolith and Bazalt, and their purpose could be that of hiding either missile launchers of various size, or command/communication posts. Much has to be guessed about the actual function they had in all places where they were built. In Hungary, three such bunkers are reported on the map, of which the easternmost is on the still active airport of Debrecen, the westernmost is on the small local airport of Heviz (formerly Sarmellek), and the latter is presumably on Tokol, a major airbase in the outskirts of Budapest, Hungary capital city.

In the following you can find some pictures from the storage sites of Urkut, Kunmadaras and Sarmellek, plus pictures from the Soviet bases of Veszprem, Tokol and Kalocsa, and from the former Soviet headquarters in Hajmasker.

Navigate this post – Click on links to scroll

Urkut Monolith-Type Nuclear Storage Site

The Urkut site is also familiarly known as ‘little Moscow’, due to the fact that this site hosted also a very small, perfectly Soviet-style quarter for the troops working on the base, or being trained in the local training center. The site is in a wide and pleasant valley with a north-south alignment. There used to be two access roads which today take from the main (and only) road running along the mostly uninhabited valley, connecting Urkut (to the north) and Nagyvazsony (to the south). The two access roads take you to the main gates, placed to the north and south ends of the complex.

Similar to other nuclear sites based on the Monolith-type bunker model (see for instance this post for an accurate pictorial description of another one), security was clearly a major concern. Still today, walking in the trees and approaching the base without going the official access roads, you will meet four external fences.

The outer one is made of concrete posts and barbed wire, but today this is mostly gone – which makes it practically more dangerous, as the few remnants of suspended barbed wire are barely visible, and much leftovers are partly hidden by the abundant low-growing vegetation.

Next you will come to a concrete wall made of prefabricated slabs, with traces of barbed wire on top. This is still today basically impenetrable.

Once in, you will find two further lines of barbed wire, suspended on concrete posts. This double fence of barbed wire is still in very good shape, and creates a watch corridor.

Inside the perimeter, you can spot a network of trenches and foxholes.

In Urkut, the training grounds and bunkers are close to the northern gate, whereas to the south you can find the former living quarters for the troops. A prominent training hangar can be found in the northern part of the base.

Inside, a perfectly conserved mural with the heads of Marx, Engels and Lenin, and Moscow’s Kremlin in the background, is still hanging on top of the main gate.

Along the hangar, a corridor with classrooms clearly shows the intended function of the building.

Not far north from this major attraction, you soon meet a smaller technical building, and the southern Monolith bunker close by. Bases centered on the Monolith type typically had two independent twin bunkers built onsite, usually with their axes tilted by 90 degrees, so as to minimize the chance of a single bomb effectively striking both bunkers. This is not the case in Urkut though, as both bunkers are built along an East-West direction. Urkut is different from other Monolith sites also for having been built on the slope of a hill, so connection roads are never flat.

The warheads reached the bunker by truck. A covered loading/unloading platform can be found on both opposite entrances to the bunker. For the southern bunker, you can see in the pictures the platform is still in very good conditions, with colored signs on the pavement for facilitating movements. Even the lamps are still there!

The main access to the bunker was via an airlock, with two gigantic square-shaped blast-proof doors on each side. In this pictures you are seeing the western access to the southern bunker.

The innermost part of the Urkut bunkers is inaccessible, as the inner doors of the airlocks are shut. Yet it is possible to get access to the airlocks. For the southern bunker, going to the eastern access you find a covered platform similar to the western one, yet here the roof has partly collapsed.

You may open the outer door of the airlock, and get access. Here you can see writing in Russian. The state of conservation is generally speaking extremely good.

On one side of the eastern loading platform, you can see a standard Soviet military transportable trailer, maybe a local operation control center.

In order to get to the northern bunker you need to climb uphill, crossing some further inner fences – it was typical to Soviet bases having multiple fences inside military bases, separating parts with different functions and levels of security.

While loading platforms of the southern bunker are tilted by 90 degrees with respect to the axis of the bunker, for the northern bunker they are aligned along the same direction.

The eastern access to the northern bunker features is fairly well conserved. Also here, it is possible to access the airlock, but the inner gate is sealed.

On top of the northern bunker, you can find the ‘pedestrian access’ to the underground cellar. The gates used to carry the warheads in and out were usually kept closed, and the troops or technicians staying inside the bunker, which had provision for a few men overlooking the sensitive ordnance 24/7 in shifts, could enter and leave the bunker via a more modestly sized hatch. This could be reached from the top of the bunker, descending very steep stairs to the level of the bottom of the internal chamber. There you had an airlock, with tight doors the size of a man. These are closed in Urkut, but you can see the external tight door in its original yellow coating with conspicuous writing in Russian.

The soft construction protecting the access to the stairs is today severely damaged.

Finally, the western entrance to the northern bunker is very similar in shape to the eastern one. The northern gate of the complex is not far from here.

Also here, the airlock can be accessed, but the bunker cannot be entered.

All in all, the Urkut site is in an exceptionally good condition in the panorama of Soviet remains. A conversion into a museum would be highly desirable, and would require a very little effort. The fact that the bunkers are closed clearly suggests the inside was not touched, so maybe only basic renovation would be required to make the place a top-notch attraction for Cold War history enthusiasts.

Getting there & Moving around

The site is either on private land or state-owned. In any case, it is not officially accessible. The access roads are guarded, with people (and watchdogs) living on site. Car access on the access road is not allowed either. Walking on the site you may find several vibration sensors with cable connections likely to the booths close to the main access. For these reasons, further indications on access will not be provided.

Soviet Headquarters at Hajmasker Castle

Similar to Wünsdorf in Germany (see this post), Hajmasker Castle was built just before WWI, the focal point of a large military settlement of the Austro-Hungarian Empire. During WWII, it was used as a military command center, and as a local headquarter of the German Army in the latest stages of WWII, when the willingness of a part of the Hungarian establishment to put a quick end to the war by negotiating a peace treaty with the Western Allies caused the Germans to take direct control of that war theater.

After the defeat in WWII and the Soviet invasion, since 1945 the castle hosted the headquarters of the Soviet military in Hungary – just like Wünsdorf in the German Democratic Republic. Again in a totally similar fashion, the symbolic end of Soviet dominance in Hungary was marked by the last train for the Soviet staff leaving Hajmasker for the USSR in 1990.

As said, the castle is what remains of a larger military village. The building is really sizable, with a characteristic prominent tower on the front facade.

Walking around the castle you can find a theater hall opposite the tower.

The walls are pierced, so you can see inside, without getting access to the hall, which appears really one step away from collapse. To the back of the castle you can find traces of a large apron for military use, and direct access to the railway nearby.

Back to the tower, the original gate is not made for large vehicles, and the gracious artistic style of the construction clearly suggests a pre-Soviet design.

Climbing upstairs, you meet long corridors with traces of the offices of the top-ranking men from the Soviet military. Hajmasker is strategically located close to the region where the Urkut site is (see above), and where the former base of Veszprem is also located. The place is less than one hour from Budapest.

The view from the top floors of the building further reveals the size of the castle, together with the poor state of conservation.

Ahead of the entrance, a Soviet-style apartment block can be found, still inhabited today. Smaller buildings are all around the castle, both modern or from the age of the castle. You can find also the flat building of a former canteen, clearly Soviet-designed and today abandoned.

Getting there & Moving around

The place is located at the following GPS coordinates: 47.148319, 18.026145. The castle is formally off-limits, but it is totally abandoned and accessed by writers, creepy-ambience-lovers, as well as by the local population. You may park right ahead of the gate among the cars of those living in the local neighborhood. You will be spotted for sure when accessing, but nobody will likely interfere, as access is totally easy (no fences, no barbed wire,…), despite being formally prohibited. Enter at your own risk, as the building looks really rotting, with the roof partly collapsed, exposing wood and bricks as construction materials – considering their age, the high rise of the building and total disrepair over the last decades, this means high risk.

Veszprem Abandoned Airbase & Ghost Town

The old airfield in Veszprem acted as a major helicopter base during the Cold War, but style of the some of the older buildings betrays its 1930s origin as an airbase with annexed training academy. Of course, the Soviets enlarged its structure, and possibly as late as the 1980s they built massive housing in their typical poorly original style.

In the 1990s, with the change in the global strategic situation following the Soviet demise, the Hungarian government got rid of many military infrastructures, and Veszprem was on the list. Since then, the airport was turned into a short-lived base for commercial transport run by a private company, and as of 2020 it is at the center of a dispute, where the local municipalities are trying to get the land for other uses.

What you can see now reflects this state of things – trucks coming and going everywhere between the old buildings of the former airbase, with some demolition work being carried out and some gigantic commercial storage being built close by. The air-side of the airport appears basically dead, with no flights coming or going, not even small private aircraft operating around it. However, a control tower is still on site, so technically speaking the airport appears to be open for operations.

The place deserves a visit especially for getting a glimpse of the large structure of the maintenance hangars. From the outside, they can be spotted from a distance thanks to their tall curved rooftops.

The hangars have been divided internally in smaller spaces at some point. Getting access is possible in some of them, by the sight is rather desolating since the roof has mostly collapsed, and vegetation is taking over wildly inside.

Towards the airport you can spot more technical buildings, surrounding a wide apron. These technical buildings are apparently from a later era. The metal doors of the big curved hangars are such that getting larger helicopters in and out would not be possible. Maybe they were actually sized for the smaller aircraft of WWII, and their use was somewhat changed in a later time.

Between the hangars and the runway, you can find an impressive number of smaller maintenance buildings and garages, likely for trucks.

In some of them, a few signs in Russian can still be found.

Open air as well as indoor platforms for truck servicing are also there in a number.

Going even further towards the runway – and very close to it – you may find a light, partly wooden construction, with extensive remains of writings in Hungarian, including boards and stuff related to air operations. Here you see also some ‘modern’ writing in English. This is probably a kind o clubhouse of a local flying school from more recent years, likely the 1990s or later.

Looking at the satellite map of Veszprem airbase, you will notice a number of buildings put like spokes on a wheel. These were probably part of the original flight academy. These are today in a very bad shape, totally emptied and waiting for demolition. You can still appreciate the sober, yet stylish construction typical of the late 1930s, with some elements in common with Berlin Tempelhof (see this post).

‘Pravda’ paper was used for gluing the wallpaper in most Soviet bases, and Veszprem is no exception!

Farther away from the runway, you can easily spot massive buildings from Soviet times, like those you could find in Pripyat (see this post), and almost in every larger city of the former USSR.

Further buildings feature a rather peculiar style, with stone decoration you would not expect in military buildings. The fantasy of such decoration is not in support of a Soviet make, so these buildings might be from an older era too.

Getting there & Moving around

As said, this former airbase is technically an active airport, so the area of the runway is likely not safe to go. Yet the level of security is close to null, and you would likely be able to invade the air side before being stopped. However, no aircraft was spotted for the whole length of a multiple hour visit.

The older buildings, including the hangars, as well as the more modern housing from Soviet times, are in a really bad shape, and mostly dilapidated by looters and spoiled by writers. The more modern truck garages and the buildings closer to the runway are in a better shape.

Access by car from the south-western corner is not prohibited, so this may be a good way to get close to the buildings. Large parking opportunities, as the place is mostly unguarded and uninhabited. Just be sure not to interfere with local businesses. Even when spotting your car, the locals will not care about you (this was my case at least), so the place can be visited without much tension. However, for historians this place has not much left in store, and it may be visited mostly for the massive ensemble than for specific highlights.

Tokol Airbase

The former airbase in Tokol is today an active airport. The base used to be a major Soviet asset in the Cold War years, and home to a number of squadrons from the Soviet Air Force and the Soviet Army as well, operating everything ranging from helicopters up in size to transport aircraft. Its extensive premises have been divided, and the state is basically renting most of the hardware – including the former aircraft shelters and aprons – and land to a number of private enterprises, either connected with aviation or not.

The runway is still active for smaller general aviation aircraft, as you can see from the pictures. The place is really a suggestive scenario for pleasure flights, especially for history-fond pilots!

During our visit we had the chance to access some of the largest air shelters, built in the 1980s for aircraft the size of a MiG-29. There are at least five of them, along with more common and smaller ones.

Designed for the case of a scramble, these shelters allowed an aircraft to start its engines inside.

To this aim, the back of the shelter is not closed, but it features a large exhaust deflector tunnel, bent towards the side of the hangar, with a metal door closing it when not in use.

The front gate of the shelter is blast proof, an its thickness is actually really amazing!

The hangar we accesses shelters a couple of nice historic aircraft today. Traces of writings in Russian are a testimony of the previous owners.

Several abandoned buildings, including a rather large one with a small control tower, possibly from an older era – judging from the style similar to some German airfields from Hitler’s times (see this post).

One of the smaller shelters hosts another private enterprise, operating a unique airworthy Aero L-29 trainer from Soviet times. The same hangars offers a rich collection of Soviet signs on the walls.

Tokol features a number of older control towers – the reason is hard to guess…

Climbing one of them, we could get a very good view of the western part of the airfield, with many shelters around. Rather unexpectedly, the tower features an official writing in Chinese – maybe for potential Chinese customers?

Away from the runway, the airbase unfolds with a network of service roads and a number of buildings from Soviet times, today still in a very good shape, albeit shrouded by vegetation.

Getting there & Moving around

Tokol is an active airport, fenced and guarded. Getting in is basically not possible, unless you have a valid reason to enter. We had the chance to get in thanks to the invitation of the owner of the historical Aero L-29 mentioned above, who is also the tenant of the corresponding old aircraft shelter.

Basalt-Type Nuclear Storage on Kunmadaras Airbase

Kunmadaras used to be a major Soviet attack base in Hungary. The place was base for Sukhoi Su-17, Su-24 and MiG-27. This clearly justifies the construction of a Bazalt type storage, for aircraft-dropped nuclear weapons.

As the base is home to some residual, non-military activity and consequently at least lightly guarded, it may be interesting to concentrate on the most unusual nuclear bunker, located in an isolated spot, some .75 miles north of the runway and far from the most active areas.

The road connecting the airport to the bunker, detached in a fashion similar to other Soviet bases (see here and here for more examples), is today completely invaded by vegetation, leaving only a narrow passage to get access to the wide apron where the bunker entrance is located.

A loading platform for trucks can be spotted to the side of the shelter, ahead of the apron.

The six pillars, once covered with a roof and holding a crane for loading operations, are still prominently in place.

The entrance to the bunker is partly hidden by overgrown vegetation. The external curved tight door is gone, similar to the square shaped one deflecting side-ward and creating an airlock by the main entrance. Access is henceforth very easy.

To the side of the entrance corridor, the technical rooms have been spoiled of any hardware, yet the original paint is still in place, as well as writing in Russian. The metal staircase leading to the rooms for the air conditioning plant on the upper floor has been taken away, making the upper level inaccessible. Air conditioning was pivotal in nuclear storage bunkers, due to the need to store the warheads in specific temperature and humidity conditions.

Going further in, you finally get close to the gate of the storage chamber. The two halves of the massive curved tight door once closing the chamber have been taken from their posts and left on the ground. This provides a glimpse of the monster size of these blast-proof doors.

The chamber has turned very humid, and is totally dark. With the help of a torchlight or a camera flash, you can see the walls are still largely covered in their original coat, with painted frames and numbers possibly marking the position of fire extinguishers.

Electric line or pipeline holders painted in green can be found on one side. Also the pavement features a peculiar colored pattern, painted on a kind of linoleum, today covered in dust and dirt.

The concrete wall to the back of the chamber has been torn down, and some stones and land have come into the chamber. Bazalt type bunkers had only one main gate to the front.

Back out, to the north of the hangar, traces of the original barbed wire can be found in the impenetrable vegetation.

Going north from the shelter, pointing away from the base, you can get a distant view of conspicuous housing for the troops and their families – today completely abandoned.

Getting there and Moving around

As said, the main gate east of the base is guarded, as private companies have taken over part of the premises. However, the nuclear bunker is located north of the airfield, at a safe distance from the former airbase and the businesses going on there today. You may reach close to the base by car along an unpaved road used by local farmers, going parallel to the northern side of the base, keeping about 1 mile from it. This is not suitable for city cars though, so maybe you can stop when you feel appropriate, and go by foot.

To access the bunker area from the road (i.e. from north), you need to go through a field of turn-flowers. My advice is to go along the side of the bunker area to the south of it, and taking the old connection road going from the base to the bunker pointing north – trying to penetrate the area directly from north is made extremely difficult, due to the incredibly dense vegetation.

The area of the bunker is totally abandoned, so you can take your time when visiting the place.

Kalocsa Airfield & Anti-Aircraft Defense Area

Kalocsa airfield, located just northwest of the homonym village famous for the paprika business, was used by the Soviets as a helicopter base. Today, this relatively small airfield is very active with smaller general aviation flights and flight school activities, henceforth it cannot be toured freely.

However, to the northwestern corner, you may easily access the area of a former SAM base, likely put here to defend the airfield from air raids. The area features a number of small almost-circular embankments, with concrete platform at the center. This is where the missile would stand. Looking closely, you may see the concrete ducts for cables and pipes connecting the control trailer to each missile.

The area of the embankments is connected to an abandoned command building via a narrow paved road. To the western side of the building, traces of a small monument can be found.

Just south of the command building, a hangar made in 1970 – as the sign clearly says – is today used as a stable.

Getting there & Moving around

Access to the northwestern corner of the airfield is easy moving by car along an unpaved road going along the western side of the airport, and accessible from a public road running south of it. The area of the missiles is formally on the airport, so you should be careful not to interfere with any activity. More importantly, you are likely on a farmer’s land, so enter at your own risk.

Heviz Airport (formerly Sarmellek Airbase) and Granit-Type Bunker

What is today a small civil airport, surrounded by an array of rotting buildings, used to be a prominent Soviet air base, reportedly operating even the MiG-29 type in its heyday.

Being an active commercial airport, access to the air-side is not possible. Yet the premises of today’s airport are more modest in size than those of the original airbase. As a result, you may get access to a part of the former airbase without interfering with airport operations.

Many local businesses have taken over most of the former shelters for fighter aircraft.

Significant houses and garages, in the shabby pure-Soviet style, are now abandoned, and make for a creepy sight.

Going along a former service road, taking south from the control tower, you end up in the land of a farmer. Where the road ends, you can easily spot beyond the fence marking the current perimeter of the airport, the entrance and the typical round shape of a Granit bunker. The original metal door typical to this type is missing, or maybe it was never installed.

As said, Granit bunkers could be used for a variety of purposes, including storing command and control facilities, or as communication bunkers. The fact that the CIA listed this site as a nuclear depot may be also due to the fact that the Granit bunker made the place ‘nuclear-ready’.

Getting there & Moving around

As said, this is a commercial airport. The entrance to the former airbase gives access to the control tower as well as the small modern terminal area – a new building to the northeast of the runway. As said, the Granit bunker can be reached by taking the service road from the control tower to the south. This is surrounded by desolating dumps and half-demolished buildings. While technically out from the active airport area, you are still likely moving on private land, so enter at your own risk.

The Aeronautical Museum of Belgrade

With a few parallels in aviation history, especially in the years immediately following WWII, former Yugoslavia benefited from supplies by a great number of countries. As a matter of fact, the air force of this newborn communist republic was formed at first from leftovers of retreating Germany and conquering Britain, followed by the establishment of a supply line initially from the USSR, and later the US and again Britain.

The special political ability of marshal Tito, who ruled uncontested as a communist dictator since the foundation of Yugoslavia in 1945 until his death in 1980, and the credit he benefited from especially in Britain, allowed him to keep out of the sphere of influence of the USSR since 1948. In a strategic position on the border with NATO countries like Italy and Greece, Tito adopted a detente policy of ‘equal-distance’ between the two opposing blocs over the Cold War period (even though NATO did not trust him fully, as testified by the deployment of a SAM defense line in northeastern Italy, see this post).

Of course, most of the military supply was of Soviet make, especially after the death of Stalin and well until the end of communism in Europe and the bloody fragmentation of the Yugoslav state. However, concerning civil aviation, autonomy from Moscow allowed the adoption of western aircraft, like the French Aerospatiale Caravelle and much of the Boeing and McDonnell-Douglas inventory, in the major national airline JAT – something which happened very rarely anywhere in the communist bloc over the years of the Cold War, another notable instance being Romania, again a ‘semi-autonomous’ communist dictatorship, who refused the Soviet Tupolev Tu-134 in favor of license-built British BAC 1-11s.

Another effect of the autonomy from the USSR was the creation of a national aviation industry, which especially in the case of SOKO, produced military trainers and light attack aircraft of good success, which despite ageing, are still flying today.

More recently, the fierce conflicts raging over the Balkans in the 1990s have created a major active front for modern aviation, where the air force of Serbia – which inherited the geographically central part of Yugoslavia and its capital city, Belgrade – confronted the NATO alliance in an open conflict. The unbalance of forces allowed the western coalition to quickly establish air superiority, which did not come without a few notable material losses however.

A rich display of this peculiar aviation history, actually tracing back to WWI and the early years of aviation, can be found in the Aeronautical Museum of Belgrade, which despite being in today’s Serbia, acts as a kind of Yugoslav Aviation Museum. As a matter of fact, it was founded as such back in the years of Tito, and opened in its current building nearby ‘Nikola Tesla’ civil airport of Belgrade in 1989, when Yugoslavia was still a reality.

This short post provides an outline of what you can find in this museum, with photographs taken on a visit in April 2019.

Sights

The museum occupies a relatively large area in the vicinity of the airport of Belgrade, and is made of an open-air exhibition, open-air storage area, and big mushroom-shaped building hosting an indoor exhibition.

The ‘gate guardian’ is a SOKO J-21 Jastreb, a nice light multi-role aircraft from the 1960s, powered by a British Rolls-Royce Viper jet engine.

Indoor exhibition

The entry hall of the mushroom-shaped building features is a good example of the architectural style from the late communist era. The ground floor hosts a small exhibition about the early days of aviation in the former region of the Balkans, with documents from WWI years. Among the items on display, you can find early pilot’s licenses from notable war pilots, likely granted after training abroad, and actually written in French.

The main hall of the museum can be found upstairs. This large can be walked on two levels. Most aircraft are to be found on the lower level, but a few are suspended to the glassy circular sidewall of the mushroom, lighted from behind by the sunlight – so that taking pictures is just a nightmare!

The centerpiece of the collection is an exemplar of the SOKO J-22 Orao, a twin-engined – two Rolls-Royce Viper turbofans – light ground-attack and trainer aircraft from the 1970s. Designed jointly by Yugoslavia and Romania, this model equipped the Yugoslav (then Serbian) air force during the 1990s, where a handful exemplars are still flying today.

Indeed a clean design with an interesting performance, this aircraft was possibly the last heir of the Ikarus-then-SOKO lineage, originated back in the years before WWII. In this respect, some unique exemplars of aircraft are preserved in this museum, witnessing the existence of a school of skilled aircraft designers in Serbia, not much known in the western world.

A key figure of the Ikarus design bureau, Dragoljub Beslin led the design of Ikarus S-451, a nice, very small, twin-prop attack aircraft flown in 1951, especially designed to sustain high load factors in maneuvers at high speed.

Another unique specimen is the twin-jet Ikarus 451M, the first jet aircraft built by Yugoslavia. Same designer as the S-451, this unusual jet-engined taildragger flew in 1952, but was soon superseded by more modern models, in those years of quick-paced development of aviation technology. Again, the engines were from the West, in the form of two French Turbomeca Palas turbojets.

Another member of the ‘Ikarus 451’ family – it must be said this Yugoslav one is likely the oddest model numbering systems ever created… –  the T 451 MM Strsljen (Hornet) features a more convincing configuration, resembling the single-engined British BAC Jet Provost and the Italian Macchi MB 326, both rather successful trainers from the late 1950s. On display is actually the ‘Strsljen II’ version, which is a attack/training version with more thrust than the first series aircraft. This model was conceived to operate from unprepared runways, and featured two Turbomeca Marbore II French turbojets. The aircraft flew in 1958, but an air force contract was not granted.

Some functional wind tunnel models of other aircraft, actually never reaching the 1:1 prototype stage, are on display. These include a rare ekranoplane design, the UTVA 754. With a mechanic-monster-like appearance like all ekranoplanes (the most famous being probably the Bertini-Beriev preserved at the Russian Air Force Museum in Monino, see here), this machine was designed in 1982 in the then-Yugoslav town of Zagreb, today the capital city of Croatia.

A medevac aircraft conceived for easy conversion between floats and wheels, the UTVA 66H can be visited also inside. The indigenous SOKO is represented by a number of models. These include the SOKO G-2 Galeb, a successful trainer/light attack aircraft from the 1950s, built around a single Rolls-Royce Viper turbofan. During its long history it was exported to several international operators, and gave birth to the more recent SOKO J-21 Jastreb. The Galeb was in service with Serbia until 1999.

Another section of the museum features aircraft of foreign make which witness the intricate history of alliances of both the pre-WWII Kingdom of Yugoslavia and the post-WWII communist Yugoslavia. Most remarkably, these include a Messerschmitt Bf-109-G! The history of this particular aircraft is not very clear, some sources stating it was captured from Bulgarian air force. As a matter of fact, Yugoslavia acquired about 70 Bf-109-E from Germany in 1940, which in turn furiously invaded from north in a quick an violent campaign in spring 1941.

Next in line is nothing less than a British Hawker Hurricane! A group of Hurricanes were acquired from Britain in the immediate pre-war years, and even license-built in Belgrade in a small number – Yugoslavia apparently purchased aircraft seamlessly from both opponents at the outbreak of WWII. Later on, Hurricane-equipped squadrons of Yugoslavia fought back on the side of the Allies from bases in southern Italy, finally regaining control over the Balkans.

In a similar fashion, a Supermarine Spitfire Mk.V witnesses the involvement of British-supplied national air force squadrons in the liberation of Yugoslavia from the German invaders.

In the closing years of WWII, Yugoslavia benefited also from the help of the USSR. This is witnessed by a massive – and pretty rare, out of former soviet republics! – Ilyushin Il-2 Sturmovik. This big attack aircraft, possibly the most famous Soviet aircraft of WWII, equipped three squadrons in the Yugoslav air force, and helped in the fight on the so-called ‘Srem front’ north of Belgrade. An often overlooked sector of the European front, substantial operations were carried out since late 1944 until April 1945, with the forces of Nazi Germany slowly retreating under the offensive of the Red Army (including Bulgarian divisions) and of Yugoslavia from the south. These operations involved 250’000 troops on either side, thus engaging the Germans and draining resources from mainland defense. At that time, an entire division of the Yugoslav air force were equipped with this aircraft type, kept in service until the 1950s.

Similarly, an elegant WWII Yakovlev Yak-3 fighter of Soviet make can be found nearby in the colors of Yugoslavia.

After the end of WWII, Tito was determined not to surrender his political and economic independence to Stalin. In this high-stake gamble, he made no secret of his thoughts, and sought international recognition from the west. As expected, Stalin showed no sense of humor in that matter, and as the USSR broke relationships with Yugoslavia, this country faced the risk of isolation and of Soviet invasion in the early stage of the Cold War (late 1940s).

Over the years, the good relationship established with the western Allies during WWII were strengthened further, and most incredibly for a communist country, the US provided aircraft and helicopters, in the form of Republic P-47 Thunderbolt, Lockheed T-33 Shooting Star, Republic F-84G Thunderjet and (much later, in the early 1960s) North American F-86D ‘long-nosed’ Sabre.

The years of Kennedy administration saw a significant improvement of the relationship between Tito and Khrushchev, and this led to a switch to Soviet aircraft in the form of the supersonic MiG-21, which equipped the Yugoslav air force in substantial numbers over the following two decades. An exemplar of this iconic and ubiquitous aircraft, an unquestionably well-performing aircraft in his age, is preserved in the museum. By the way, the early 1960s saw also the widespread adoption of SOKO Galeb trainers and the phase out of older British/US models.

Other peculiar exhibits in the indoor part of the museum are the wrecks resulting from air fight operations during the Yugoslavian wars of the 1990s. On the national (Yugoslav) side, the tail cone of a SOKO G-4 Super Galeb – a totally different design from the quasi-homonym G-2 – damaged by a shoulder-launched Stinger missile in 1991.

But much more material is from NATO countries, resulting from combat during operation ‘Allied Force’ against Serbia in 1999. Most notably, you can see a substantial part of the wing of a Lockheed F-117 Nighthawk, the famous stealth aircraft downed by a vintage Soviet SA-3 Goa surface-to-air missile in March 1999, as well as a landing gear, ejection seat, pilot’s helmet, Vulcan cannon and some smaller parts of a General Dynamics F-16 Fighting Falcon downed the following May, again due to an SA-3 missile. The first stage of the missile which hit the Nighthawk is on display too.

These are basically the only aircraft lost in action over enemy territory during that operation.

An apparently easier prey, General Atomics RQ-1 Predator UAVs were used in great numbers, some twenty of them being downed. One wrecked example is put on display.

More items of the kind include parts of NATO missiles, including HARM anti-radiation missiles and cluster-bombs containers.

On the upper level, you can find a mostly photographic exhibition mainly about the national carrier JAT. Interestingly, not a single Soviet-made model appears in the pictures, whereas you can find Boeing 707s, 727s, 737s, Douglas DC-9s, McDonnell-Douglas DC-10s, Aerospatiale Caravelles and ATR-42/72s – clearly a strong commercial bound with the West, pretty unusual for a communist country!

Another Yugoslav airline started operations to a later date – Aviogenex. This apparently did use aircraft from the USSR, in particular Tupolev Tu-134s, later flanked by Boeing 737s. Aviogenex ceased operations much later than the end of Yugoslavia, and operated as a Serbian company for some years.

One of the most iconic brutalist monstrosities in northern Belgrade is the skyscraper which used to host the headquarters of this airline – it looks like a good setting for some ‘Blade Runner’ or ‘Judge Dredd’ movie…

Some more panels include descriptions of airport history and modern operations in the nearby airport of Belgrade. The history line of the national aviation industry is also presented in detail through historical pictures.

Some more aircraft can be found on this level, as well as a SA-3 Goa missile in a non-operative paint scheme, likely for training or telemetry tuning purposes.

Outdoor exhibition

The large area around the building is split between a small outdoor exhibition prepared for the public, and a larger storage area with many more aircraft which can not be neared nor walked around.

The displayed aircraft include an Aerospatiale Caravelle in the colors of JAT. This exemplar was one of three operated by this airline, and was active between 1963 and 1976.

A much elder transport, a German (French license-built) Junkers 52 with P&W engines represents a fleet of four such aircraft operated by the Yugoslav air force, complementing another group of originally German aircraft captured during the war.

An aircraft of historical significance is an Ilyushin Il-14 twin-prop transport. This aircraft was a personal goodwill gift from Khrushchev to marshal Tito, and the founding member of Yugoslav presidential fleet.

A couple of Lisunov Li-2 and some original Douglas C-47 Skytrain, of which the former is a license-built Soviet version, are on display, albeit not all complete. A MiG-21 Fishbed and a Kamov twin-rotor helicopter are also on display.

Another extremely rare item from the post-WWII years, a Short SA.6 Sealand amphibious aircraft of British make has made its way to Belgrade, after years as a transport aircraft in the Yugoslav air force.

The non-visible part of the museum features a rather impressive collection of MiG-21 in several versions, SOKO J-21 Jastreb and SOKO J-20 Kraguj in a large number, a SA-2 Guideline soviet-made SAM launcher with two missiles, and a number of partly assembled aircraft and wrecks.

A mystery item is a part of an allegedly US aircraft, apparently a part of the tail empennage of a bigger transport – any suggestion about this item welcome!

Visiting

The museum is located to the northwest of the airport of Belgrade. It can be easily reached by car from the access road going to the main terminal area. Website with info in English here. Parking ahead of the entrance.

The museum can be visited in about 2 hours by an interested subject, much less if you have just a mild interest in aviation. Much paneling is in double Serbian and English language, allowing to get the most from your visit.

Despite being fully operative, the place has a somewhat rotting appearance especially from the outside, as mostly typical to former state-run institutions in former Yugoslavia. Furthermore, some form of protection for the aircraft in the outside exhibition is hopefully to be considered by the management, otherwise the aircraft with literally disintegrate to the action of the elements in a matter of some years.