Spomenik – Iconic Modern Art from Tito’s Yugoslavia

Soon after the end of the war Tito and the Communist Party of Yugoslavia started a fight against the Soviet Union to escape Stalin’s direct control – a fight where they succeeded, creating in Yugoslavia a unique, truly communist dictatorship totally under Tito’s power, and not just another soviet satellite country.

To make differences from the USSR more apparent, artistic production, often representing an internationally recognized value for a country on the international stage, needed to part from the rhetoric of socialist realism of Stalin’s years. New, original aesthetics were sought, capable of expressing the modernity of Yugoslavia, while being not free from the control of the State, celebrating and promoting unity in a country which had never enjoyed national unity – something later reflected in the bloody split of the 1990s.

Tito’s aesthetic views for the new post-WWII Yugoslavia are greatly reflected in the project for the realization of an array of hundreds of monuments, to be designed and erected in locations scattered over the whole territory of the former Federal Socialist Republic of Yugoslavia. These monuments go under the name of ‘spomenik’ – an internationally known word in the local idiom, simply translating into ‘monument’.

Most of these spomeniks commemorate some bloody facts of the Second World War – most often a local battle between Yugoslav communist partisans and the German Wehrmacht, or the Italian Army of the ‘Duce’, but also clandestine congresses of local subversive communist groups, mass murders by the Axis invaders, and so on. The realization of the project, sometimes fueled by the local interest to keep the memory of a historical fact of regional relevance, but in any case coordinated by the Communist Party, took a long time span, with most of the monuments designed and built over the 1960s and 1970s, before Marshall Tito died (1980).

Besides the historical significance bound to the events they commemorate, two facts make spomeniks an interesting target for curious travelers. The aesthetics of these monuments is often non banal, showing an attention to details and an artistic sensibility which is not usual to communist-ruled countries. In this sense, spomeniks sometimes stand out as very original, interesting – and pretty massive… – works of art. Secondarily, as the events they commemorate often took place in remote areas, spomeniks can be found in incredible natural spots of the former territory of Yugoslavia, immersed in the wilderness or in the middle of a gorgeous natural scenery, not easy to reach and isolated from civilization.

After the end of communism and following the secession wars of the 1990s in the Balcans, many spomeniks fell into disrepair. Today, some of them have been refurbished, while others have been completely demolished, reflecting a mixed feeling of the local population towards this artistic heritage. A good share of them has been simply left behind, gaining the typical ‘ghost aura’ of the architectures of former communist countries.

For hunters of historical relics, spomeniks are double-attractive – not only are they tangible traces of a bygone communist dictatorship with unique traits, but they stand out for their often severe appearance, like traces of a mysterious alien civilization, now long gone.

This chapter presents a handful of these monuments, which you can find along an ideal itinerary connecting the capital cities of todays republics of Montenegro, Serbia, Bosnia & Hercegovina and North Macedonia. These are just a very small set out of the total, yet some of them are among the most famous and artistically valuable. Furthermore, except those in North Macedonia, they can be reached without any substantial detour from the major roads connecting Podgorica, Belgrade and Sarajevo, thus making for an interesting ‘side visit’ on your way from one of these nice cities to the next, on a cultural trip to the area. Similarly, many spomeniks in North Macedonia can be found close to touristic locations. Photographs were taken during two visits, a week-long tour in Spring 2019 (Montenegro, Serbia, Bosnia & Hercegovina) and a long week-end in late Summer 2019 (North Macedonia).

If you are interested in a deeper analysis on the history and art behind spomeniks, or you are looking for a more complete directory of these monuments, please refer to this great resource site.

Map

The following map shows the detailed location of all the spomeniks listed in this post. I personally checked all of them, so the location is very precise. As you will notice, most of them are fairly easily accessible from major or paved roads. Some of them will require a little bit of walking from a parking area to the monument itself.

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Sights

Kolašin, Montenegro

This spomenik is actually a one-of-a-kind example of ‘spomen-dom’, i.e. a monument not designed just to be admired from the outside, but conceived as a building, to host meetings and services inside. The site is right in the central square of the village of Kolašin, in the southeast of Montenegro not far from the Serbian border. This town has been a vital center of the anti-fascist resistance in WWII, when the territory was first subjugated by the Italians, and later by the Germans.

The spomenik was designed and built under the supervision of the renowned architect Marko Mušič in the early 1970s. Its age is especially reflected in the use of gray concrete for most of the visible structure. The triangular shape dominating the highest part of the building may recall the typical shape of the traditional houses built in the area – chalet-type, with a triangular roof – or even the tops of the Dinaric Alps all around.

Being a building more than a monument, this spomenik is rather big. Today, the village is an active skiing center, thanks to the great position in the mountains. The spomenik is being used for administrative functions, and blends effectively in the central square of the village. Yet its appearance is today so-so, and maintenance is clearly not enough to preserve it for long. As a matter of fact, inspite of the architectural value which gained it a place in books of architecture, a long future for this spomenik is reportedly not assured.

Getting there and moving around

The spomenik is easily reachable right in the city center of Kolasin, a small town with some up-to-date touristic structures for the winter season – the location is really gorgeous. Free parking all around the central square. You can walk around the spomenik without restriction, but stepping inside is possible only compatibly with the local administrative functions.

Berane, Montenegro

Possibly one of the most elaborated spomeniks, the monument in Berane was built on the spot of an ancient Turkish fortress, now totally gone, in a secluded location immersed in a forest close to this contended town. In the close vicinity of the spomenik, nine students suspected of being part of the resistance were executed by the Italians in 1941. The town of Berane changed hands several times during WWII, and it is estimated that about 6’000 people were killed in the area in the military and para-military actions over the war years.

The spomenik, designed by the Serbian designer Bogdan Bogdanović, was inaugurated in 1977 on a small grassy field, a really nice spot in the forest. It is mainly composed of a more than 50 ft tall conical dome, with a number of massive dark stone slabs delimiting a regular curved perimeter around it. These slabs are carved with interesting symbolic ideograms, telling – among other things the story – of a local clan.

Today, despite its relative remoteness with respect to the town center, the place is actively maintained, frequented by the locals, and in a definitely good shape. Thanks to the secluded position, as well as to the inscriptions in a fantastic archaic language, this spomenik is very mysterious and particularly fascinating – it resembles a megalithic alignment, or a setting from the Lord of the Rings!

Getting there and moving around

The spomenik in Berane cannot be approached by car directly. You will need to face a steep climb uphill on a well-prepared and maintained trail. A 10 minutes walk uphill is needed for a well-trained person. The location has been used for local concerts and commemorations, and is carefully maintained as a park area.

Ostra, Serbia

This spomenik was built on the site of a battle which took place between opposing factions of locals – some of them collaborating with the Axis forces – in 1943. This was just an episode in the larger confrontation between these groups, taking place in the area of the nearby center of Cacak. Notably, the soviet Red Army contributed to the struggle in the last stages of the Axis occupation period, obviously on the side of the local communist partisans.

The monument, designed by Miodrag Živković and Svetislav Licina, was inaugurated in 1969, and was composed of a concrete slab with an inscription in Cyrillic, and a perspective leading to the focal point of the spomenik – an abstract aluminum sculpture, with a sober appearance, pointing diagonally towards the sky. By looking closely to this monument, you can see stylized human faces in the side of it. The metal sculpture is located on top of a hill, with a very scenic view of the surrounding hills.

Despite the metal sculpture being today still in a fairly good condition, the original appearance of the site has been heavily altered by the building an Orthodox church between the concrete commemorative stone and the prominent sculpture. This happened around 2010. Strangely enough, at the time of my visit the church was not open, with parts of furniture provisionally stored ahead of the main door, giving a bad sense of neglect.

Clearly, a church built right in the middle of the spomenik area means that there is not a particular good feeling about this monument. Also the inscriptions by the entrance of the perspective are largely spoiled, with many letters now missing. Yet somebody put flowers by the metal sculpture, which is not heavily spoiled by writers.

All in all, despite the bad general shape and the strong alteration, the location dominating the area and the imposing, sober appearance of the aluminum part is particularly suggestive, and makes for good photo opportunities.

Getting there and moving around

Accessing this spomenik is rather easy. The road reaching the top of the hill is a local asphalt road, which does not pose any special difficulty. Close to the church there is a small parking area, and the metal monument can be reached from there walking on a flat, open grassy area.

Kragujevac, Serbia

What you can find in Kragujevac is not just one spomenik, but a huge and very nice city park with several monuments scattered around. Construction of this park was started by an official decree back in the early 1950s, on the site of the major massacre of Kragujevac. This bloody episode is one of the worst suffered by the civilian population in occupied Yugoslavia, when by the order of the Nazi governors, more than 2’300 from the local population – selected based on race, political views or religion – were systematically killed in a field. The general governor of Yugoslavia responsible for issuing the order – which can be traced back to the German OKW in Wünsdorf – was later trialled for this in Nürnberg after WWII.

The park is still today very well-kept, interdicted to road traffic and only open for walking. Several spomeniks can be found scattered over the park, together with a museum dedicated to the massacre close to the main road access. One of them, and likely the oldest, is the monument called ‘Pain and Defiance’, dating from 1959.

The most famous, and one of the most internationally well-known, is dedicated to pupils and teachers killed in the massacre. It was designed by architect Miodrag Živković in a distinctive ‘V’-shape, about 25 ft tall and 45 long. Despite looking granite, it is made of almost-white concrete. On the face of the monument, it is possible to spot the shapes of human faces and figures. This monument was inaugurated in late 1963.

Located on a gentle slope on the side of a grassy valley, this spomenik occupies a really nice and quiet spot. The nice and peaceful walk leading to it encourages remembrance.

Getting there and moving around

The park is a very well-kept city park, crossed by a few roads which are interdicted to general traffic – basically no cars can enter, I guess these roads can be accessed by car only on special commemorations or similar occasions. Parking is easy close to the museum – itself a rather distinctive construction. A big map of the site can be found on a post close to the parking area (see pics above), and several signs allow you to tour the park, meeting the many monuments according to your interests. Reaching the ‘V’-shaped monument from the main access involves a 10-15 minutes walk along a perfectly prepared road.

Kosmaj, Serbia

Possibly one of the most iconic of all spomeniks, the Kosmaj monument is located on top of a hill, and partly visible from quite a distance, emerging from the treetops. The location was chosen as the foundation site of the Kosmaj partisan detachment, who contributed substantially to the resistance efforts against German occupation forces, with thousands effectives killed or wounded.

The monument was designed by sculptor Vojin Stojić, and unveiled in 1971.

The sinister shape of this monument, looking like an alien creature landed on top of the hill, on an isolated spot far from civilization, may strongly appeal to hunters of weird places. What further adds to the ‘mystery aura’ of the place is the fact that, while generally not in a bad shape and far from rotting, the monument appears somewhat forgotten – far from everything, little maintained or looked after.

Another impressive feature which is rarely captured by photographs, is that this object is about 90 ft tall! Access is via a poorly maintained stair, or by a little longer access walkway. Getting closer, you have a clearer impression of its gigantic size. The five concrete pinnacles composing the monument and making for a spiky whole from the distance, are actually separated from each other. The monument appears to change shape continuously as you walk around and under it, making it very interesting to watch from different angles.

Considering the remote, silent location, the late evening time of my visit, and the wind blowing in the trees, this was possible the most mysterious and magnetic of the spomeniks I could see on this trip!

Getting there and moving around

Due to its size and prominence, the Kosmaj spomenik was conceived as the focal point of an area for war commemorations, as well as for more widely themed social events. The area on top of the hill comprises a football field, a playground and parking areas. All this today is far less used than in the communist era, and its ‘ghost appearance’ adds greatly to the mystery aura of the place. The spomenik can be accessed along a one-way loop road, going around the top of the hill. Today you can freely get access to this road and get very close to the spomenik with your car. The monument can be finally reached via a poorly maintained, short concrete staircase, or via a longer walkway. I would say access is of course very easy. The location is also reasonably close to Belgrade, with a modern highway connecting the area with the Serbian capital city.

Avala, Serbia

This monument stands out of the crowd of the Yugoslavian spomeniks for it is not built to commemorate an event of WWII, but instead it remembers the fatal crash of a passenger flight, which occurred in approach to Belgrade. The year was 1964, and the flight was carrying 22 Soviet war veterans, who had participated in the ‘Liberation war’ of Yugoslavia against the Germans, from Moscow to a commemoration ceremony to be held the following day. The cause of the accident was never clearly determined, but it was likely due to a technical mishap.

The bronze spomenik you can see today was designed by sculptor Jovan Kratohvil on the very location of the crash, and inaugurated in 1965 on the first anniversary of the fatal accident. The names of the war veterans who perished are recorded on a stone.

This monument is more modest in size than most famous spomeniks, and the good quality of materials, its proportion and the great view over the hills leading to Belgrade – the famous Avala tower, with its famous panoramic deck, is less than a mile from here – make for a very nice and scenic ensemble. Furthermore, the mint state of conservation is really noteworthy.

Getting there and moving around

This spomenik can be reached along the same loop road going to the Avala WWI memorial and to the Avala tower with its panoramic view. There is a small parking nearby, and access is via a short staircase which is already part of the monument. The monument is well cared for, and the area is rather busy with local and international tourists.

Kadinjača, Serbia

The scenic spot where this extensive monumental ensemble has been arranged was the setting of one of the first battles between the partisan army – a group called the ‘Workers’ Battalion’ – and the German Wehrmacht. The latter was trying to reach the town of Užice, giving shelter to the top ranking staff of the Liberation army, including Marshal Tito. The battle was finally lost by the partisans in 1941, but they allowed the local population and the partisan commanders to flee the area, before the Germans troops poured in.

The area of the final fight was selected for a national monument as soon as 1952. A plain obelisk was put in place. Years later, in 1979, a huge monument designed by Miodrag Živković was unveiled at the presence of Tito, with a huge crowd attending.

The plan of the monument has its focus in the old prismatic monument of 1952. Around it, an interesting ensemble was added in 1979, with an amphitheater on one side, and two sets of granite and concrete abstract sculptures on the other.

A first group of sculptures, with very stylized human faces emerging from the sides and on top of the stones, constitute a first circle.

A second group is made of massive white slabs, culminating in one loosely resembling an armor pierced by a bullet. The installation is about 300 ft long, and the ‘pierced armor’ piece is about 45 ft tall. Yet the group is well proportioned and blends perfectly in the panorama around it.

The great state of conservation is testified by a modern multi-language placard with explanations about the history of the place. The spomenik is complemented by a museum and by a few weapons permanently displayed outside – themselves a memorial of the battle fought in the area.

This is a popular tourist destination, on the road going to nearby Visegrad (in Bosnia & Hercegovina), with its famous ancient Ottoman bridge.

Getting there and moving around

This spomenik is difficult to miss, visible from quite afar and perfectly accessible from a major road. Extensive parking ahead of the museum. Walking around does not pose any particular difficulty.

Tjentište, Bosnia & Hercegovina

Really an iconic masterpiece in the panorama of Yugoslav spomeniks, the monument in Tjentište benefits also from the fantastic location in the mountain range marking the border between Bosnia & Hercegovina and the republic of Montenegro. The proportions of the scenic views of this mountainous area are really more typical to the Americas than Europe!

This famous ‘winged’ monument is located on the area of a bloody battle fought in spring 1943, when the Axis force attacked some partisan groups commanded directly by Marshal Tito, in a deliberate attempt to kill their commander, hoping that in so doing they would succeed in undermining the rebel force. In the ensuing battle of Sutjeska around 7’000 besieged partisans were killed, but Tito finally was able to escape the area.

This battle acquired a special, almost mythological meaning in the history of communist Yugoslavia. A first commemoration stone – actually a mass grave for some thousands partisans – was put in place already in 1958, whereas the huge spomenik you see today, designed by Miodrag Živković, was unveiled in 1971 at the presence of Tito, who reportedly put much personal attention on the realization of this very monument.

The two massive concrete wings are enriched by human faces, only sketched and arranged so to form the roots of the wings themselves. Looking closely, you realize that the two monoliths are different from one another. Furthermore, their irregular, strongly 3D shape makes them look different depending on the point of view.

The monument is located half way on an ascending slope. Going further uphill you meet a termination point of the perspective, where the names of several partisan brigades are recorded. Looking down to the wings, you see them taking yet another shape!

This monument blends really well with the majestic scenery around. While being a sober and proportioned work of art, it is at the same time massive and sinister. The ensemble is really an artistic masterpiece, yet it bears some authentic ‘Yugoslav-communist style’ marker, making it a somewhat paradoxical ‘official communist ghost’!

On the side of the perspective leading to the winged monument, there is another spomenik – actually a ‘spomen-dom’ – which is known for hosting commemoration inscriptions and rare war-themed artistic frescoes, which were unfortunately damaged in the 1990s wars.

While in the years of Tito this was one of the most visited national monuments in the Country, its fame went down dramatically with the end of communism and with the following wars of secession, which struck heavily in this uninhabited valley reaching to ill-fated Sarajevo. With this in mind, the main perspective and the winged monument are surprisingly well kept, and they are gaining further popularity among relic-hunters, thanks to the undeniable charm of this spomenik. There are reportedly several other less prominent spomeniks in the area of the 1943 battle, including the ‘spomen-dom’, but unfortunately I had not the chance to investigate further about their state of conservation.

Getting and there and moving around

Getting there is possible along a national road going from Sarajevo to central Montenegro. Free parking is available at the base of the perspective leading to the winged monument. Getting closer to the latter involves climbing a flight of stairs. To get to the far end of the perspective you will need to climb another conspicuous flight of stairs. The winged spomenik is very well kept, and the area is really scenic – today it is a national park -, really justifying a detour from Sarajevo, or choosing this road to go to Montenegro from the Bosnian capital city.

Obadov Brijeg, Montenegro

This spomenik is an example of smaller designs, which constitute the majority of these monuments around former Yugoslavia.

The ‘bird-like’ monument in Obadov Brijeg, not far from the famous Orthodox monastery of Ostrog – built in the side of a mountain ridge nearby -, commemorates the victorious fight against the retreating Germans in fall 1944 of a coordinated force of local partisans troops, British artillery and Allied aircraft.

The spomenik was designed by the renowned architect Slobodan Vukajlović, and unveiled in 1974.

Unfortunately, as of today, this small monument appears little respected – mostly used as a roadside dump by travelers.

Getting there and moving around

Totally easy to reach if you are traveling north on the M18 road. The site is immediately visible when passing by, it is easily accessible thanks to a small rest area nearby, but unfortunately not well maintained and even dangerous to come close to, due to the garbage around it.

Golubovci, Montenegro

This monument by the local architect Vukota Tupa Vukotic was erected in 1974 close to the airport of Podgorica, the capital city of Montenegro, which received the name of Titograd in the years of communist Yugoslavia. This happened in recognition of its sacrificial role in the years of WWII, when after the Germans took over control of the area conquered by Italians, following the end of fascism in Italy in 1943, the city was stricken by heavy Allied aerial bombing, causing its almost complete destruction.

Podgorica was strategically located along a communication route going to the occupied territories of Albania and Greece, and for this reason the German Army was particularly present in the area – thanks to the airbase already in place in WWII. As a result, attrition with local partisans caused further casualties.

The monument commemorates the action of the partisans in the area. The abstract sculpture is sober and well proportioned. Besides the focal point – the sickle-shaped object in the middle of the construction – there are metal panels with a more traditional iconography, portraying battle scenes, as well as writings and tombstone-like stone panels.

The ensemble is located in residential area very close to the airport, and is actively maintained, so it has a sober, not derelict aspect.

Getting there and moving around

Very easy to reach along a major local road on the western side of the airport. Parking nearby is easy, and there are no major obstacles impeding access. The monument is well-kept and cared after.

Barutana, Montenegro

This spomenik honors the many losses experienced by the population from the area west of Podgorica in the Balcan wars, WWI and WWII. Three distinct monuments based on the same design are located on the side of an ascending path, leading to a double terrace on top of the monument.

Half of the double terrace features a full-scale amphitheater, with small granite seats forming a nice ensemble. The focal point of the double terrace is a torch-like sculpture about 30 ft tall, made of several separated adjoining components.

Between the torch-shaped sculpture and the amphitheater there is a stage. The object was created for meeting purposes, especially for schools but more generally for social events. Traces of the lighting for night performance can be still be seen.

This nice ensemble was completed in 1980 after a five-years-long construction work. The design is due to the local architect Svetlana Kana Radević.

Unfortunately, the place is not maintained any more, and while still in a relatively good shape – sufficiently far from downtown Podgorica to be spared misuse and vandalism – it is apparently falling into oblivion. This adds to the ‘communist ghost’ aura of the place, which you can perceive also in plain sunlight!

Getting there and moving around

This spomenik can be spotted from the road going from Podgorica to the coast. It is located immediately on the side of the road, but the only feature you see when driving by is the torch-like monument – vegetation is hiding the base of the monument. There are three small access roads, and once there you find a large parking area. The monument is not degraded – no garbage around – but it is clearly in need of restoration works. The stairway gently ascending to the top terraces are consumed and will be soon unserviceable.

Botun, North Macedonia

The Botun monument commemorates the struggle of the local partisans from all over the area, known as Debarca. This is located northeast of Ohrid, a very nice touristic town on the coast of a beautiful lake, close to the border with the Republic of Albania. The combatants from this area managed to liberate the area from the Italian-backed occupying forces in Spring 1943, well before Italy surrendered to the Allies in 1943. The Wehrmacht then retook control of the region until 1944, when communist partisans finally repelled the Germans.

This rather unique episode is celebrated through a rather simple monument, apparently composed by two stone wings or flames, surrounding a central body bearing a commemorative inscription.

Unfortunately, the monument is in complete disrepair, the pavement basically disintegrating due to poor maintenance.

The overgrown vegetation hides luckily hides small deposits of garbage. Yet the location in the deep of a wild valley makes it potentially interesting as a stop along a major road.

Getting there and moving around

The Botun monument is easily reached along the E65, connecting Ohrid Airport to the north and Skopje. It is immediately on the side of the road, easier to access when driving south. There is small parking space at the level of the road where the small access roads depart to the monument apron. The site is not maintained, but not difficult to access or tour either.

Struga, North Macedonia

The spomenik in the town of Struga, on Ohrid Lake, designed by Vojislav Vasiljević, was delivered in 1974. It commemorates the more than 300 casualties in the Macedonian ranks from the Struga area during WWII. The area fell under control of the Italian-backed kingdom of Albania until mid-1943, when after a short independence it was occupied by the Germans.

The monument is rather simple, but differently from the majority of spomeniks it is located right in the city center. The composition, made of a small mound with access stairs and a white spike on top of it, is rather difficult to miss.

On one side of the monument, abstract in nature, a rather kitschy representation of an infantry charge has been added possibly in a later stage.

There is also a side commemoration panel with writings in Cyrillic. The monument has been reportedly refurbished in 2019, and its appearance is consequently good (apart from small vandal printing on the sides you can see in the pictures).

Getting there and moving around

Reaching the monument is possible by foot. It is located in the middle of the town, on Marshal Tito square. You may leave your car in one of the many parking areas around central Struga and walk along the river to get to the monument.

Oteševo, North Macedonia

Little is known of this monument, unveiled in 1973 on the side of a hill overlooking Prespansko Lake, on the border between North Macedonia, Albania and Greece. The architects are Jordan Grabul and Boro Josifovski.

The area appears to be a former touristic location for lakeshore activities. Today it is still very nice from a natural standpoint, yet the touristic centers – hotels, camping area, … – from the communist era are now closed, and make for a mysterious setting.

The spomenik resembles a flame, put on top of a stone stair. You can see an original inscription, as well as a star decoration in the base of the flame. On one side you can still find a flagpole.

The monument is in a so-so condition. It is sufficiently far from the road to having been spared major vandalism. The staircase is in a relatively good condition, and vegetation is not excessively overgrown. On the other hand, it is apparently not of great interest for the local population, which do not advertise it at all.

Getting there and moving around

The monument can be reached very easily from the road R1307 in Oteševo. The village is rather unapparent, and the monument is shrouded in the vegetation. You may notice the stair access from the road. Parking at the base of the stairs is difficult, but you may find a parking place ahead of the gate of the nearby camping site – as of 2019, apparently largely abandoned.

Kruševo, North Macedonia

This spomenik is possibly one of the best known in and outside of former Yugoslavia. This is somewhat paradoxical, as the monument came out with significant delay and after much controversy. On the other hand, maybe its fortune especially after the end of communism is partly due to its dedication – it was built to celebrate a huge uprising of the local population against the Turks in 1903, led by a local school teacher named Nikola Karev, settled in blood by an entire army of the Ottoman empire.

The lack of an immediate link to WWII events and communist-led struggles generated some criticism, but this actually came after some years were spent trying to find a compromise concerning the design itself. The architects, Jordan and Iskra Grabul, despite a proven communist faith, had a very hard time with the state commission who had issued the design.

The monument was finally unveiled in 1974, on a hill just out of the Krusevo village. It is composed of a gently ascending access road, with small monuments resembling broken chains. A first stop along the access road is a kind of open air crypt, with protruding cylinders bearing the names of places and people linked to resistance actions in the history of Macedonia. Apparently, no one from WWII years is included.

At the end of the road, on top of the hill, you can find a small open-air theater surrounded by curved walls decorated with colored tiles and sculptures.

The axis of the theater is aligned with the main body of the monument, a very peculiar construction, roughly spherical, with many tubular protrusions pointing radially from the surface. Whatever the intended meaning, it looks like a virus or something else from a biology book. Access to the sphere is through an inclined footbridge leading to a door.

During my visit, the door was unfortunately locked closed. Inside you can find the grave of Nikola Karev, as well as interesting wall reliefs.

Another interesting feature are the four stained glass windows. Colored with different palettes, the light produces nice reflections inside the spomenik. Luckily, something can be seen also from the outside in a sunny day.

One of the most celebrated spomeniks – even portrayed on local currency notes and recently photographed in international reviews – this item is maintained in perfect conditions as a national shrine, and social events like music festivals are held on its premises.

Getting there and moving around

Accessing this spomenik, aka ‘Macedonium’ is easy to the far end of the village of Krusevo. Thanks to its official role, it boasts a large parking ahead of the access road, with some explanations on dedicated panels. Beware of a big museum just on the other side of the parking – it is dedicated to a local music star prematurely died in an accident, it is not linked to the spomenik.

 

Soviet Airbases in the GDR – Second Chapter

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As pointed out in other posts on the topic – here and here -, the territory belonging to the German Democratic Republic (‘GDR’, or ‘DDR’ in German) was densely populated with military bases of all kinds, including tank bases, logistic bases and airbases. This was the result of two powerful Armies coexisting within the borders of the communist DDR – the local East-German Army and the Soviet ‘Red Army’.

Looking at a map of the Country, the density of airbases is particularly striking. Due to the strategic significance suggested by its very position in central Europe, right on the border with ‘the West’, the DDR was attributed a privileged status by the Soviet government in terms of military equipment. The number of Soviet troops stationed here was in the order of the hundreds of thousands, meaning that on most bases also housing and services for Soviet soldiers and their families had to be built in large numbers.

After the German reunification, the end of the Soviet Union and the retirement of Russian – ex-Soviet – troops by the mid-Nineties, all the bases – mostly stripped of any transportable stuff, which was withdrawn to Russia – were returned to Federal Germany. This resulted in a surplus of military hardware for the German government, which soon started a lengthy plan to convert, refurbish or demolish most of the newly acquired facilities.

Consequently, some of the former bases are now commercial airports, whereas most of them had the airside areas converted into solar powerplants. In most cases, only part of the former installations have been converted to non-military use, and huge ghost hangars, depots and housing can still be found in the premises of these airbases. What remains is sometimes of great interest for war historians and urban explorers as well – especially those bases where communist memorials with writing in cyrillic alphabet can be found, and stand out as vivid memories of a recent past, when everything was very different from now in central Europe.

Similarly to other ones on this website, this post covers with photographs and some info two Soviet airbases – Rangsdorf and Brand – visited in April 2017, and what remains of three more – Brandis, Nohra and Köthen – visited in 2023. Where in the premises of the first two much hardware could be checked out (at least as of 2017), the latter (as of 2023) have been almost completely wiped out, or left to the elements and to the spoilers to the point that only few or very damaged relics remain.

To provide some sort of ‘then and now’ comparison, I included a few pics from the wonderful book Rote Plätze – Russische Militärflugplatze Deutschland 1945-1994 by Lutz Freundt and Stefan Buttner, for which I don’t own the copyright. I recently grabbed a copy of this wonderful, out-of-print book, published in 2007 by a now defunct publisher in Berlin (AeroLit), and distributed only locally. This book is now very difficult to find, and basically a collectible item. Consequently, the price was indecent, but the maps, photos and info therein are really worth the financial effort!

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Rangsdorf

Getting there and moving around

The former airbase in Rangsdorf can be found on the outskirts of Berlin, actually less than 8 miles south of Schönefeld Airport. It can be reached very quickly from the highway N.10, taking through the village of Rangsdorf and reaching its the south-western corner, where a small lake with sport activities and a group of new ‘American style’ houses is being built and partially completed – the land were the new houses are standing was once part of the base.

To be honest, I had some difficulties finding a parking place, because the area is densely populated and much looked after, and most parking lots are privately owned. I finally elected to park ahead of a small kindergarten, which at the time of my visit was already closed.

What remains of the base is totally abandoned, and you will likely find sheep in the former areas of operations. When preparing your exploration, just have a look a the Google map of the site to plan your moves ahead. There are a few remaining huge hangars and service buildings to explore, and they are all in the northern part of the former airfield. The original fence with lines of barbed wire and concrete posts is still standing, but there are many spots where it is cut and broken, so getting in is not difficult at all.

Notwithstanding that you can easily access the base, the populated area around is a potential threat, for entering the buildings is formally forbidden – there is also a firefighters station close to the northern section of the fence, and you could be easily spotted from outside when you are in. So I suggest being careful in your movements.

Sights

The military airbase in Rangsdorf dates back from the years of WWII and the Nazi regime, when it was a major base for transportation of high-ranking military staff traveling by plane. It was from here that Claus Schenk von Stauffenberg, the key-character in the failed attempt to murder Adolf Hitler in July 1944, took off to reach the Wolf’s Lair in what is now eastern Poland.

When the airport fell into Soviet hands, it was soon converted into a helicopter base, due to the inappropriate size of the airfield for the standards of the jet age, and the constraints put on its development by the surrounding villages. It used to be a very active helicopter transport base until the collapse of the Wall. In the years preceding the withdrawal of the Soviet/Russian troops the place became famous as ‘The Dump’ – the Soviet helicopter fleet was rationalised, and many rotorcrafts met the scrapman here.

Approaching from the west of the complex the fenced perimeter is very irregular, and when coming in I passed at least four lines of barbed wire while walking along a straight line! Many original lamps along the fences are still in place.

What seems to be a large air raid shelter, or possibly a reinforced communication bunker can be found before reaching the hangars. It is really big and isolated, with traces of wiring on one side.

Among the traces from the Soviet ‘Dump’ there are some aircraft-style seats, possibly from a big helicopter, several winches and some electric motors.

The two-winged building facing the grass-invaded former apron includes the control tower in the middle, and two lateral hangars. The assembly is a nice example of Nazi military design. The wooden doors and roof confirm the old age of the construction. Nonetheless, these hangars have been used also by the Soviets, as witnessed by the more modern ventilation system and traces of technical schemes and gear inside.

From the top floor of the old control tower it is possible to appreciate the original size of the airfield. As you can see from older pictures, only the northernmost part of the field was converted for helicopter operations. The helicopter platforms can be easily spotted, albeit half-covered by grass in the area ahead of the tower.

To the west of this main hangar there is a mysterious buildings with almost no windows and two pinnacles, which seem to be large twin funnels. I did not explore this thoroughly inside, as the building appeared to be in an especially bad and dangerous condition.

The next large hangar to the east is much bigger than the one with the tower. The construction is again pretty old, I guess again from the Thirties. Inside it is possible to find traces of mottos in big characters in cyrillic alphabet all along the wall. In older times, a famous panel with an ‘artistic’ hammer and sickle was hanging from one of the walls. This is unfortunately gone, only a barely visible trace remaining in place.

On one side of this big hangar a smaller service building can be found. Again, the intended function of this part of the complex is not immediately clear. I found traces of a huge table of chemical elements in Russian, like can be found in schools… but I don’t think they had a school right besides a hangar!

Even more to the east, close to the outer wall of the base and to a still active railway, there are two more hangars. The smaller one with wooden doors is very damaged inside, whereas the one to the north is apparently more recent in construction, but it is closed. My exploration accelerated a bit from here, as I noticed activity in the houses nearby outside the fence of the base, a watchdog started barking, and I feared to be spotted! Luckily this happened almost at the end of the exploration program…

Close to some communist-style housing, refurbished and still in use to the north of the airfield, I found a piece of wall, probably belonging to the original outer wall of the base, with celebrative writings in cyrillic – possibly names of sport teams from Soviet times.

All in all, I would say this base has the relevant advantage it was not converted to a power plant or something else, so it is poorly guarded and not totally off-limits – at least the open air grounds. It is also close to Berlin, easy to reach in a short time, and compact in size, so you won’t need to walk much, and visiting may take less time than with other former bases – about 2 hours for me, taking all the pictures. On the other hand, the populated neighborhood of Rangsdorf makes interception by the locals more likely. While not particularly rich of communist remains, the buildings in the base are still mostly in place, so visiting can be satisfactory also for photographers interested in architecture.

Brand

Getting there and moving around

The area of the former big airbase of Brand is associated to a fairly well-known attraction of our days – Tropical Island. This amusement park, which is officially indicated as an attraction even on highway N.13, connecting Berlin to Cottbus and the border with Poland, was built inside a colossal, modern hangar, designed for airships around the year 2000. This can be spotted from quite afar.

A large area of the former airbase is – from a viewpoint of urban exploration – compromised. The former runway has been turned into a huge parking area, whereas a luxury tropical-themed resort with bungalows and camping lots for mobile homes has been built in the western part of the airport. Most taxiways have been either recycled as alleys in the park, or literally removed. Some of the many aircraft shelters of this once prominent attack base have been converted to host other forms of business, ranging from restaurants to hay storages.

All the part connected with leisure business, which corresponds to everything north of Tropical-Islands-Allee – also named road L711 and going east from highway N.13 to the near village of Krausnick, where a small memorial to the Soviet actions in WWII can be found – is actively guarded by private guards, with their own small modern barracks close to the gate of the complex, and moving around by car.

In striking contrast with this, shrouded in the vegetation to the south of the same road, roughly cross the street with respect to the entrance to the Tropical Island complex, it is possible to find a conspicuous amount of Soviet relics, basically unguarded. All accesses to the roads going south is physically interdicted to cars, so parking may be not obvious in the immediate vicinity of the entrance to the park. I suggest going past the gate along L711 and driving towards Krausnick to find an unofficial but safe parking spot between the roadside and the limit of the forest, away from suspicious eyes.

Another part of great interest for war historians include the storage for nuclear warheads, typical to Brand and other few bases in the GDR. This is rather distant – about 1.8 miles southeast – from the airport area and Soviet housing. The original connection road – not accessible by car – is straight and very long, with little to offer in terms of relics. For exploring that part of the site I suggest driving to Krausnick from Tropical Island, and taking the L71 pointing southwest towards the village of Schönwalde. The road runs deep in the trees, and at some point it comes about .6 mile to the site of interest. You may park on the roadside, on one of the many service roads used by woodcutters and reach the place with a quick walk following one of those trails.

Take your time studying the area in advance on Google Maps, and choose what option best suits your needs.

You may also have a look at aerial pictures of the base, taken during a special flight over the area, described in this report.

Sights

Before being turned into a civil airport and then into an amusement park, Brand was one of the largest Soviet bases in the GDR, with flocks of MiG-21, 23, 27 stationing here, as well as Sukhoi Su-15 and even Su-27 in the final years of operation. Most notably, the base was selected already in the 1960s for storing air-launched nuclear warheads – together with Finsterwalde and Rechlin/Lärz (see this post). This led to the construction of a purpose-built reinforced storage bunker, which can still be seen. As pointed out before, there are two main focus areas in a visit to this installation.

The first is the ghost town for the troops once stationed here, and for their families. This is incredibly close to Tropical Island, but the contrast between the aura of these two places couldn’t be more striking!

There are residential buildings from various Soviet models, mostly three-four storeys buildings possibly from the Fifties-Sixties, but also some more imposing pre-fabricated buildings possibly dating from as recently as the Eighties.

Walking alone in this once lively village, with traces of playgrounds, mailboxes, lamps along walkways now invaded by vegetation, and even a swimming pool with some dead water in it, was for me one of the weirdest and creepiest experiences ever!

Unfortunately, from the pics you can’t feel the unreal silence where the place was immersed – the only sounds were those of the wind blowing in the trees and of some door slamming somewhere within the buildings… you would expect a zombie, some ghost troopers or a mutant monster coming out to meet you at every time!

Most of the buildings are in relatively good overall condition, but almost nothing survives of the interior of the apartments – which may collapse at every time and should not be accessed. By looking closely at some tires in a playground you can spot cyrillic characters on them – maybe they come from a consumed nose wheel of a MiG? The lamps are of the usual model commonly found in Soviet bases.

To the west of the residential area there is a similarly extensive zone with a great number of possibly former barracks or technical buildings. Almost all of them have been half-demolished by destroying the roof – I think this was made in purpose, for literally all buildings in this part have encountered the same fate. The style of these buildings suggests they are older than most of the housing. This is confirmed by comparing historical photographs of the base from above.

Among the most prominent buildings in the area, it is possible to find a former school, with an imposing façade of classical inspiration.

To the back of the school building a small gym can be found. The roof has collapsed – or it was demolished – long ago, so that some trees are growing inside – no more basketball here!

A highlight of the exploration in this area is a huge mosaic wall with the head of Lenin. This item is a bit of a mystery, cause it’s hard to imagine it was originally placed where it is standing today – there is no architectural ‘frame’ supporting the monument nor a backstage completing it – it looks like a decorated floor, but placed in a vertical position!

Anyway, the sight is of course very uncommon, and I would say unique in the panorama of communist-themed art in the former GDR.

Close by the ghost town, three aircraft shelters remain to the south of the road marking the ideal border with the ‘Tropical Island domain’. These can be accessed and explored. Among other particular features, it is possible to spot the rusty engine for opening the gates of one of them. These shelters could host aircraft up to the size of a MiG-23/27.

The second part of interest in Brand is the bunker for nuclear warheads. As stated above, this was built really far to the southeast from the housing and from the airport, differently from the other two bases in the GDR where similar bunkers were built (see this post). A straight connection road links the two portions of the base.

Traces of the further line of inner fence built around this area can be found today. The good quality tarmac of the roads have survived to this day.

The bunker is not accessible, the main gate blocked with a pile of land. Nonetheless, it is still visible and fairly well-preserved – even the camouflage above the front door – as you can see from a comparison with a photo from when the bunker was being used.

On the crane-supporting structures ahead of the entrance you can find traces of cyrillic writings.

There is a truck-loading dock nearby and several larger and smaller service buildings and garages. On some of the walls you can find ‘unofficial’ writing in cyrillic alphabet.

In both parts of the base I didn’t meet a single person during my exploration, which lasted about 3.5-4 hours in total, including the time for transfer from a trailhead to the other. When I visited, Tropical Island was closed for the season, with many people going in and out for maintenance. There were also tourists with mobile-homes and caravans, and guards with their cars. Anyway, during the exploration of the Soviet housing, which is really close to Tropical Island, I didn’t see a person, and as pointed out the place was unnaturally silent! The part of the nuclear warhead bunker is also very remote, and more obviously I didn’t come across anybody.

All in all, even though a substantial part of Brand has been converted into something else, what remains here is a great fun to visit, with tons of photo opportunities, a very intense ‘Soviet-ghost aura’ and much to see also for curious war historians. The countryside is pleasant and even though some walking is required, the place is nice to walk and very enjoyable. And if you feel tired, you can always decide to switch off your camera and enter Tropical Island for a relaxing rest-of-the-day!

Köthen

Getting there and moving around

The base was located immediately south of the homonym village, itself 10 miles southwest of the larger and famous town of Dessau. The entire premises of the former large Soviet base of Köthen have been converted for housing or into industrial facilities, currently run by several companies. The former airside of the base with the runway has been covered by a huge field of solar cells. As a result, visiting as tourists is strictly speaking not possible.

Possibly the only exception – in theory – is the southernmost hangar, which bears traces of the original camouflage, and the prominent portraits of Lenin, Marx and Engels on its side. The hangar is in the hands of a private energy-related company. The area around is fenced. I simply drove in as a visitor, from the road through the open gate, on the company premises all the way to the building. Access is from road K2074, roughly .4 miles south of the crossing with road 185, to the right when going south.

I asked for permission to a worker, and he cordially allowed me to move around a bit and take pictures outside of the building. Then I met another individual, possibly the village idiot having some time in the open air – surely not a worker, he was in shorts and accompanied by a little girl, very weird in a place like that! – who intimated me to leave, with some impolite and intimidating gesture also on the menu. Preferring not to start a litigation and attract attention from the workers, I left, with the pictures I had taken up to that moment. With a better luck, exploring this part of the former base should be easy and more rewarding. However, since moving around at will is clearly not possible on private grounds, the visit may be of just a few minutes in any case, making for an ideal quick detour for those passing by.

Sights

The Soviet base of Köthen was once a prominent part of the arsenal, hosting for long decades during the Cold War Soviet flying groups almost every type of MiG fighter, from MiG-15 down to MiG-29. The base was complemented with modern reinforced aircraft shelters since the 1960s, and a multi-purpose Granit-type bunker was erected later, for employment as a storage for munitions.

The only part of the former premises of this once large base which is today partly preserved and (theoretically, see directions above) visible is one of the main hangars. The construction, flanked by two low-rise towers, shows the actual origin of the facility, which dates to the years of the Third Reich. Actually, the area was busy with flying activities since even earlier (1920s).

The hangar is relatively low in height, with sliding doors closing it to the front, and painted in a brown-greenish camo coat. Inside, today a huge pile of manure can be found, arguably employed for some chemical process (the company holding the building runs an energy-related business).

The most interesting sight is represented by two medallions, with pretty unusual portraits of Lenin, Marx and Engels, in black over a white background. Besides the portrait of Lenin, to the left of the front door of the hangar, an inscription in Russian quoting a thought of Lenin on the army can be found as well.

The medallions, inscriptions and camouflage appear rather well kept. Even a small plaque with a German translation of the inscription can be found.

This witnesses an interesting example of a welcome and uncommon preservation effort, making a short visit to this facility interesting at least for the more committed Cold War historian.

Nohra

Getting there and moving around

The former Soviet helicopter base of Nohra used to take a sizable area both to the north and south of road 7, connecting Weimar to Erfurt. However, the base was accurately eradicated, and virtually no trace of it (except what remains of a half demolished helicopter hangar) can be seen to the north of the road. The territory has been returned to agriculture or taken over by industrial facilities, therefore even the original general appearance of the base is impossible to retrace.

Similarly, the area to the south of road 7 has been cleared of almost every trace from its aeronautical past. The only relics, described in the paragraph below, can be found along Pappelallee, which runs parallel to road 7, and can be accessed from its western end from road 85.

Along Pappelallee the old entrance to the pre-existent Third Reich base, in the typical style of the 1930s, can be clearly spotted. Today, a bed & breakfast operates this gate building, which was employed also by the Soviets. Going through would give direct access to the perspective leading to the second highlight of the place, a preserved statue of Lenin. However, going through is not possible. The statue can be reached walking along the road parting to the south of Pappelallee, from a little west from the bed & breakfast. You can leave your car close to the gate buildings, away from the road, and walk along this trail. The statue is in the focus of a perspective, and hard to miss.

Going there is not unlawful, there are no prohibition sign and no fence, plus the statue is clearly preserved.

The area around the statue has been completely reforested, so no dangerous building are to be found in the area. Since some walk is involved, a visit to this site may take about 30 minutes.

Sights

The base of Nohra was established back in WWI, and was potentiated by the Third Reich Luftwaffe from 1936 onwards. By the end of WWII, it was captured by US forces, who had to hand it over to the Soviets in July, following post-war agreements.

It was then potentiated into one of the largest helicopter bases of the Soviets in the GDR, with virtually every type of Mil helicopter being flown from here over the years, including the mighty Mil-24 over the last two decades of the Cold War.

Today, as noted in the previous paragraph, the former airbase has been completely and accurately wiped out, so that its very existence could not be suspected by unaware subjects driving along the busy roads between Erfurt and Weimar.

Curiously, two small preserved portions indeed exist, making for an interesting detour when visiting the area.

The original gate buildings of the old Luftwaffe military installation can be clearly spotted along the road. The style shows the typical features and elegance of German architecture from pre-WWII period – totally incompatible with the generally shabby appearance of Soviet architectures from the post-war period.

The original gate facility is today privately owned. However, when open, the gate between the two wings of the facility allow to spot a statue of Lenin, placed to the far end of an alley departing from the gate.

Luckily, access to the statue is possible with a short walk (see paragraph with directions above). The statue today is basically in a small forest of trees, and its location appears quite inexplicable. However, getting closer to it and moving around, traces of painted signs on a small network of asphalt roads witness the existence of a populated area once around its location. Clearly, with all buildings demolished and tall trees in their place, the scenery is not any more typical for a statue of Lenin…

Interestingly, the statue has been actively preserved – an unusual sight in the GDR panorama. The communist leader is portrayed in its typical appearance, moving forward in a proactive attitude. To the back of the statue, a curtain wall painted in crimson is likely part of the original installation.

The quality of the statue appears pretty good, when zooming on it.

All in all, despite the complete disappearance of Nohra, this preserved fragment represents an important trace of a significant chapter in the history of this area, otherwise irreversibly released into oblivion.

Brandis/Waldpolenz

Getting there and moving around

Brandis is located about 10 miles west of Leipzig city center, immediately west of the homonym village.

Differently from most former Soviet bases in the GDR, what remains of Brandis – i.e. what was not taken over by solar cells and private companies – has been left free to explore for the general public. Therefore, access to the few buildings still standing on site – which include some big old hangars, as well as technical buildings, housing and more – is possible in many ways and from many directions.

This was not my own choice, but in hindsight, the most convenient way to access the premises is getting as close as possible to the buildings in the northern part of the base and park your car, then moving around by foot. A choice for parking is where Am Alten Flugplatz changes name into Falkenallee. Car access to the latter is impeded, but you can park by the obstacles put in place, and move by foot from there.

All accessible buildings are located to the north and northwest of the base. Its original premises, including the runway area and taxiways, are now mostly taken over by solar cells. For the rest they are crossed by public roads, making the perception of the original limits of the base and its original design not so evident.

The very poor condition of most buildings will not appeal much to war historians, possibly more to urban explorers. However, since the base is sizable, the time for a thorough exploration is at least 2 hours after having parked.

Sights

The base of Brandis has a complex history, as usual dating back to the Third Reich era. It was selected for the deployment of the rocket-powered Messerschmitt Me-163 Komet, and from 1944, thanks to the direct railway connection, an ambitious program for the final assembly and operation of this interceptor was started. The war ended with the defeat of Germany before the conversion was completed. Buildings from the Luftwaffe era include at least three big hangars with a wooden door, a control tower, some official buildings, and apparently a number of smaller technical buildings.

The Soviets employed the place mostly for early jets and later (from the 1960s) for transport and attack helicopters. However, from the 1970s the base was potentiated significantly (including the addition of housing and service buildings for the families of the Soviet troops), and became active with Su-25, which were stationed here until the then-Russian military left the facility in 1992. Apparently – and unusually – no reinforced aircraft shelters were ever built by the Soviets in Brandis, preferring laterally-reinforced open-air parking bays and a large open apron (the latter similar to Sperenberg, see here).

As noted above (paragraph on directions), most of the base is gone today, with a huge solar plant having covered most of the former airside, including the runway and the huge area south of it, formerly employed for helicopter operations. Furthermore, some private companies now occupy part of the area between the hangars and the tower.

Therefore, the focus of a visit is in the hangars and tower (immediately north of the former runway), the technical buildings to the west, and the housing and service buildings along the northern perimeter.

The old hangars are three. The one to the northwest of the former airside is home to a big inscription in Russian, mentioning the 28th congress of the Communist Party of the Soviet Union. Also some other inscriptions can be seen on the southern wall, barely emerging from the graffiti layer.

Apparently, in this hangar early jet drones were stationed by the Soviets in the late 1980s.

The central hangar is bigger. Its original wooden front door is pretty well preserved. Inside, the main hall is sided by technical rooms along the solid walls. Some of them are easier to access from outside through the broken windows!

Close to this hangar, a few yards to the west, is the old control tower. Despite heavily stricken by writers and spoilers, this building is an interesting example of architecture from the Third Reich era.

Behind this main hangar and close to the tower, it is possible to retrace original internal roads of the base, thanks to the lights and the now overgrown hedges once framing them. Not far north from this area, major housing from the 1970s can be found.

In the same area, a mystery building with a curved ceiling – a technical building of some sort – offers some relics like Soviet boots and damaged clothes.

Again close to the hangar, some pipelines and some exhausted tires can be found. The labels of the latter clearly bear Russian markings.

A last big hangar can be found somewhat further east. The wooden door, left partly open, has been penetrated by the vegetation, creating an unusual scenery.

An interesting sight in this hangar is an original ‘No smoking’ writing in German. This is apparently in a Third Reich era font, and may be a fascinating witness of the original tenancy of the airbase. Needless to say, the inscription now barely emerges from a thick coat of meaningless ‘works of art’…

The housing and service buildings along the northern perimeter of the base clearly date from different ages. The gigantic facade of some of the houses clearly betray a post-1970 building approach.

Unfortunately, all these buildings are in very poor conditions, just the walls and stairs remain, and they are literally covered in graffiti. Thanks to the severe spoiling action carried out by the writers, the ghost aura of former Soviet bases is hard to feel here – everything looks more like a rotting poor neighborhood of a big town.

To the west of the base, possibly an old railway or truck-loading facility can be found, maybe from the Third Reich era.

Close by, an array of smaller technical buildings, apparently garages, reveal some interesting writing in old-German characters. Also these buildings are possibly from the Luftwaffe tenancy of the airbase.

Finally, a highlight of the visit is what appears to be an old school building. Here an incredible mural of a Soviet soldier honoring the Red Banner, the flag of the USSR, can be found in the hall on top of the stairs.

A little bit of respect has been shown by the usual writers, who massively attacked all the rest of this building similar to all others. Thus this fragment of the original Soviet decoration of the airbase is still surviving. Besides the soldier are other troops, with interesting facial appearances, resembling some different ethnicity from within the USSR. Also some writing in Russian is visible in the background.

Other naive paintings can be found around this building, including 18th century characters, a few trees, and other cartoon characters, today not recognizable. Most of these innocent paintings however have been targeted by spoilers.

Along the external perimeter of the base, now not obvious to retrace, some rusty parts of the original high-security fence can still be found.

Stalin’s Skyscrapers

A distinctive feature of Moscow and some other European capital cities, Stalin’s skyscrapers were designed in the Forties and built from the early Fifties to the early Sixties. For this reason they stand as an symbol of the early Cold War period, when the Soviet Union and the Western Powers were starting to openly competing on almost everything, from the blast intensity of thermonuclear devices to the new frontier of flight – space.

Stalin died in 1953, so he couldn’t see in person the completion of the buildings bearing his name, but it is reported that he was involved personally in the master plan – approved before 1947 -, choice of architects and design of the towers in Moscow, which were to symbolize the might of the Soviet Union, a key player and a winning power of WWII, and to showcase a tangible realization of the Socialist social model. This was also to create a counterpart to the American skyscrapers, a prominent feature of many cities of the US since the mid Twenties.

Today all Stalin’s skyscrapers are still in place, and especially in the very fashionable and modern Moscow, they remain among the most evocative remains of the Communist era. Besides the gothic-renaissance style they are built in, with imposing volumes and tall pinnacles and spines, resulting in a “Gotham City” appearance in contrast with today’s mostly widespread minimal style, these buildings are covered with symbols and sculptures totally bound to the old ‘Communist code’ – tens of hammers, sickles, waving flags and stars, plus portraits of farmers, workers, socialist virtues and happy families – a true relic of a bygone era.

Visiting is generally limited to coming close and walking around, for these buildings are all still used today for various functions, including housing and governmental.

This little report is unfortunately not complete, as I will present only photographs I’ve taken myself of those buildings I had the chance to come close to in Moscow (but not all that you can see there), Warsaw and Riga. Yet I hope to give an impression of what these buildings look like, and… to be able to complete the report with the missing ones in the future!

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Moscow, Russia

Moscow State University (Lemonsovo University)

This building is the largest of Stalin’s skyscrapers, and the tallest educational building in the world – taking pictures of the facade is a real challenge even with a wide lens! The perception of the volume of the building is reduced – to some extent… – due to the isolated position on top of a hill dominating central Moscow from the west.

The campus of the University can be accessed freely (there are gates and fences, but I guess they are normally open at least in daylight), and I suggest going for a walk from the metro stop ‘Vorobyovy gory’ (line 1) to the top of the hill, where you will get a breathtaking panorama of downtown Moscow, as well as a perspective view of the university building. You may then walk closer to the building and eventually move around it, reaching the metro stop ‘Universitet’ (line 1) for your train back to Moscow. The area is huge, so consider more than 1 hour for a complete relaxed tour of the area, even if you are just taking pictures of the outside.

The decoration of the building is probably the most elaborate of all Stalin’s skyscrapers, and include huge communist coats of arms, metal banners with engravings, a Lenin memorial sculpture, a big clock, various allegorical sculptures, and a gigantic USSR emblem with a star on top of the 787 ft tall central spine.

The panoramic view you get from the easternmost part of the perspective allows you to spot from the distance all other Stalin’s skyscrapers in town, including Hotel Ukraine (today Radisson Royal), which is partly covered by the modern skyscrapers of ‘New Moscow’.

Ministry of Foreign Affairs

Located on the western end of the very popular Arbat boulevard next to the ‘Smolenskaya’ interchange station on metro lines 3, 4 and 5, this imposing building is still today occupied by the Ministry of Foreign Affairs of the Russian Federation.

The decoration is sober, and the tiles covering the exterior are made from a dark brownish material, giving a solemn, serious and possibly grim appearance to the complex. Slabs with hammer and sickle engravings can be found on the western gate on Smolensky Blvd.

Kudrinskaya Square Building

This imposing apartment building, built for high-ranking members of the Soviet cultural panorama, can be reached from ‘Barricadnaya’ on metro line 7 or equivalently from ‘Krasnoprechenskaya’ on the circle line 5. It is very close to the American embassy, and not excessively far from the Ministry of Foreign Affairs.

The neighborhood is composed mainly of smaller residential buildings, but nonetheless this skyscraper is proportionately designed, rather ‘mimetic’ and not excessively imposing. The typical pale tiles covering most of the façade and the lack of bombastic decoration add to the nice overall perception you may get of this skyscraper.

Kotelnicheskaya Enbankment Building

This is probably the most prominent and impressive of Stalin’s skyscrapers, due to the incredible location on the Moskva river. It can be admired from the distance from the southeastern corner of the Kremlin, and especially from the bridge immediately south of the Red Square and St. Basil. The very light color of the façade gives this large building an airy appearance. A huge spine with a star and a hammer and sickle emblem complete the profile.

It is still today an apartment building. Needless to say, from the building you will get an almost unobstructed view of the Kremlin. It can be reached with a walk from the Kremlin or a more quiet walk from the interchange station ‘Taganskaya’ on line 5, 7 and 8, ideal if you are also visiting Bunker-42.

Walking closer to the building will give you a mixed feeling of grandeur and poor quality at the same time, due to size of the skyscraper on one hand, and to the many small commercial activities on the ground floor, and a certain disorder around the main entrance on the other – due to an overcrowded small parking, and a small, unnecessary fenced park.

Leningradskaya Hotel & Red Gates Administrative Building

I only had the chance for a quick pass by these buildings. The Leningradskaya Hotel (today Hilton) is the most modestly sized of Stalin’s Skyscrapers in Moscow, and is located on the western side of the highly trafficked Komsomolskaya Square, with three railway stations offering connections to everywhere in Russia and to international destinations as well, and a terminal for the world-famous Transsiberian line. The corresponding metro station is ‘Komsomolskaya’ on line 1 and 5.

From the square you can see the tower of the Red Gates Administrative Building, which can be reached with a quick walk from there or with the metro line 1 (‘Krasnye Vorota’ stop). Together with Leningradskaya Hotel, these are probably the least imposing of all Stalin’s skyscrapers, even though some mastery was reportedly necessary in the construction process of this building, due to a complicated reaction of the soil to its weight.

Riga, Latvia

Latvian Academy of Sciences

The latest of Stalin’s skyscrapers to reach completion – opened in 1961 – this distinctive building can be spotted from quite afar in the skyline of Riga, the capital city of the Latvian Republic. In the era of the USSR, this was not a ‘satellite state’, instead it was annexed to be one of the Socialist Soviet Republics, together with its neighbors Estonia and Lithuania. The building can be spotted to the south of the historical district and can be reached with a short walk from there.

This building retains only the style of Moscow’s Stalinist skyscrapers. The construction method is here based on reinforced concrete, where all buildings in Moscow are based on steel frames and masonry. The covering tiles are rather dark, giving a grim appearance to this otherwise well proportioned tower. The building can be accessed and you can reach the top to enjoy the panorama to a small fee.

Warsaw, Poland

Palace of Culture and Science

This service building is on Marsalkowska, next to the metro station ‘Swietokrzyska’, about .6 miles from the totally central University of Warsaw on Krakowskie boulevard.

The building is somehow isolated from the surroundings, being in the center of a large square. It is very imposing and comparable in size to those in Moscow – it is still today one of the tallest buildings in Poland, and can be easily spotted from several places around Warsaw.

You can climb to the top for a fee.

 

Jüterbog/Niedergörsdorf – Abandoned Flight Academy in the GDR

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The area around the small town of Jüterbog – located 60 miles south of Berlin – has a long military tradition, with storages, barracks and training installations in place since the years of the Kaiser and Bismarck, about mid-19th century.

The region was selected for building one of the first flight academies in Germany before WWI, and flight activities with airships and other exotic flying material from the early age of aviation took place in those years.

Much was forcibly dismantled following the defeat of Germany in 1918, but the place regained primary attention with the advent of Hitler and the Nazi party to power. Among the various military installations built in the area, a modern flight academy was erected anew – baptized ‘Fliegertechnische Schule Niedergörsdorf’.

Initial technical training for both ground and flying staff of the Luftwaffe was imparted here until the break out of WWII and the conquest of Poland, when the academy moved to Warsaw.

The extensive group of buildings in Jüterbog retained a primary role in the advanced training of flight officers and engineers, aircraft and engine technicians. Technical personnel were trained to operate innovative weapon systems, in collaboration with research centers of the Luftwaffe.

With the end of the war the region fell under Soviet rule, and the military facilities – including the academy, which survived the war largely intact – were reassigned to various functions.

Info is available in less detail about this part of the story, as typical with military bases in the territories occupied by the Soviets… Part of the buildings of the academy were used again for training staff of tank divisions, but also a KGB station was reportedly activated there. As with most Soviet installations, it was given back to reunified Germany by 1994.

The place is since then abandoned, but differently from other sites formerly managed by the Soviets, it has been inscribed in the registry of landmark buildings, being an interesting specimen of Nazi military architecture.

Following WWII, the nearby airbase of Jüterbog – about a mile south of the academy complex – was operated both by East German (GDR) and Soviet air combat groups, until the Russians left in 1992. Soon after, the airport was permanently closed and partly dismantled. Unlike other Soviet bases in the GDR, flying units there never upgraded to MiG-29, so the aircraft shelters you can see there are of the oldest types.

I would suggest visiting the site for two reasons, a) the uniqueness of the architectural composition, with much of what you see dating back from the Nazi era – you can clearly notice the typical Nazi ‘sheer grandeur’, differing from the often poor and shabby Soviet military architecture… b) the very famous mural of the Soviet Soldier, which apart from the result of a little attack by an ignorant writer, is still in an almost perfect shape.

The following photographs were taken in late August 2016.

Sights

Niedergörsdorf Flight Academy

It should be pointed out that this place is actually off-limits, and there are clear prohibition signs at least on the front gate. Furthermore, it is not an isolated installation, but surrounded by other buildings, close to a small but active railway station and not far from a supermarket. Accessing the site via the blocked main gate is clearly not possible.

Finding an easy way in is not difficult, but standing to the signs on the gate, the place is also actively guarded, so you should be quick and concentrated when moving around. In order to shorten your time in, I suggest turning your attention to the northernmost part of the site.

Walking along the northern perimeter inside the base some Cold War, not very artistically significant murals can be spotted on the external wall made of the usual Soviet concrete slabs.

From there you can easily reach the semicircular building of the grand hall, probably the most notable of the base, and the one where the famous mural of the Soviet Soldier is.

When moving around the corner from the back to the front façade of the building, you find yourself on the road leading to the blocked main gate. You may be spotted from outside the base, so be careful.

Once in the area in front of the semicircular building, you can see to the south a nice perspective of the other buildings of the academy, surrounding a large inner court.

The inside of the main semicircular building – which should not be accessed – is in a state of disrepair.

There are two main floors and a less interesting third attic floor.

The beautiful mural of the Soviet Soldier can be easily found close to the stairs.

Here are some other details of this nice and sober example of Soviet monumental art.

Many other parts of the lower floors are covered in painted decorations, but these were probably of lower quality with respect to the Soviet Soldier – which appears to be a real fresco – and are today falling from the walls.

Another highlight of the visit to this building is the grand theatre. You should consider going with a tripod and/or a powerful torchlight for getting better photos than these, for the room is totally dark. Very creepy, btw…!

On the former part of the sports arena to the west of the building complex it is possible to spot a new little gym. Possibly to your surprise you will find the place is still run by a sporting club – this is nice, also for getting a better idea of how the place looked like when it was an active training center. On the cons side, walking around undercover is not easy, and maybe you are violating a private property ‘no trespassing’ instruction – even though I didn’t notice any.

An interesting part of the sports arena is the abandoned pool, which I guess was already part of the Nazi construction plan too – check photographs of postcards of the time on the Internet.

To get an impression of the complex from above, you may have a look to aerial pictures taken during a dedicated flight, reported here.

Jüterbog Airbase

A quick visit to the airbase south of the academy can reveal some interesting sights, including aircraft shelters from the early Cold War era which have been converted to hay storages or garages for agricultural vehicles. Many former taxiways can be freely accessed by car, some of them have been turned into ‘official’ roads. Also the apron in front of the large maintainance hangars can be accessed with a car with no restriction.

A small aeroclub operates with trikes from a new narrow grass runway in the northwestern part of the field, so access to this part of the field is restricted. Interestingly, much of the external fence with barbed wire is still in place around this area.

Other activities on site include go-karting. To the east of the base, part of the shelters are occupied by a private collection – Shelter Albrecht – centered on WWII and Cold War relics (covered in this chapter).

For a comprehensive set of aerial pictures of the base, taken during a flight over the area, have a look to this post.

Compared to other Soviet bases in East Germany, Jüterbog doesn’t offer much to the curious urban explorer today. Yet due to the vicinity of the flight academy it’s surely worth a visit. Furthermore, the countryside around is nice – apart from the unpleasant sight of a real forest of wind turbines! – so you may choose to have a walk around just for pleasure.

The area of Jüterbog is actually full of other interesting sites related to military history, documented in this post.

Getting there and moving around

Reaching the former flight academy is an easy task. The main gate is on Kastanienallee, Niedergörsdorf, and it can be accessed with a 0.1 miles walk from the Altes Lager railway station, again in Niedergorsdorf, Brandenburg. There is a convenient small parking besides the railway station. In case you want to explore the site, I would suggest considering this as a trailhead.

The area of Niedergörsdorf and Jüterbog can be reached in about 1 h 15 min from downtown Berlin by car. This is my preferred way for moving around – I hate having tight schedules when exploring! – but reaching the ‘operational zone’ by train from Berlin would take probably a bit less.

For visiting the base at Jüterbog you will need a car. Driving on the former taxiways is part of the fun when touring the base!

There are aircraft shelters both on the northern and southern sides of the runway, which is oriented in an east-western direction. The most convenient to come close to are those on the northern side, but be careful not to interfere with the many private businesses around. Barb wire fence can be found on the northwestern corner of the base.

I would suggest having a quick look at the Google map of the area for deciding how to move around. I wouldn’t rate these two ‘attractions’ difficult to visit in terms of physical barriers or when it comes to keeping the right course.

Monino – Central Museum of the Russian Air Forces

Probably the most famous air museum in Russia – and formerly in the whole USSR – the Central Air Force Museum in Monino doesn’t need a presentation for aviation enthusiasts from every part of the world. As a matter of fact, still today this is probably the world’s largest collection of military and experimental aircraft manufactured in the Soviet Union.

Similar to many air museums in western Countries, this aircraft collection has been located on the premises of an active airbase since it opened its doors back in 1958. For this reason, in the years of the Soviet Union and even for some time after its collapse, the collection couldn’t be visited without prior permission. A specially restrictive visiting policy was applied to foreign visitors, due to the technological content of the exhibition. Today things have greatly improved in this respect, and visiting is absolutely free for everybody, both Russians and foreign tourists, like it is the case for most similar sites in the West.

To be sincere, I expected something like what you can find in former peripheral Countries of the Soviet bloc – an array of rotting fuselages, landing gears, rusty jet engines and no information around. It turned out I was totally wrong. What caused my inaccurate prevision was I had failed taking into account the singular passion and nostalgia that Russians show still today for their Soviet past, at least when it comes to military power and technological glory. In this respect, many other more ‘western’ and politically correct neighbor Countries in Europe, like Italy and France, have a much colder attitude towards aviation and their own past aeronautical endeavors.

So, at Monino the conditions of the aircraft both inside and outside are extremely good, especially if you consider the harsh weather that aircraft bodies have to sustain in the terrible Russian winters. From photographs on the web you can rapidly realize most aircraft are covered in snow in winter, so visiting may be also not much rewarding in that season. I visited in September, and except for a Soviet-grey, cloudy day I could enjoy a normal visit.

From the technical viewpoint, the collection is composed of many aircraft and engines up to WWII, hosted indoor, plus a huge outdoor collection of aircraft covering the majority of military models deployed by the Air Force of the Red Army over the years of the Cold War, in their respective roles – strategic bombers, fighters, …

Also some really rare prototype aircraft are part of the exhibition – some of them, like the Tupolev Tu-144 and the Sukhoi Su-100, are unique and very famous. There are also some iconic (gigantic) Mil helicopters, and some liners. There is much information around for less experienced enthusiasts, almost all placards both in Russian and English – a very rare sight in English-unfriendly Russia! If you can speak or understand Russian – unlike me – you can also have guided tours with former Air Force staff, which are reportedly much interesting.

The following photos were taken during a visit in September 2015.

Getting there

One of the reasons for so few interested people actually include Monino in their visit plan is the fame of the place as almost unreachable, inconvenient and expensive. This fame is due to the many companies on the web chattering about permissions, passport requests, tickets in advance, many hours to get to the place and so on. These companies usually ask for many hundreds dollars for taking you on the trip.

These are genuine tourist traps. There is no need for any permission, the place is not any more an active base (since long) and you are not asked any document. Plus, getting there with the local railway system serving the greater Moscow area is very easy – the train has Monino as destination – and the totally inexpensive trip takes about 1h 20min, only due to the countless stops.

First of all, note that I don’t speak russian nor can I read the Cyrillic alphabet. Nonetheless, I managed to get to this place about 20 miles from center Moscow to the East without troubles and traveling solo.

Trains going to Monino depart Moscow Yaroslavskaya in central Moscow rather frequently, about two to four times per hour – accurate timetable available briefly googling for local trains from Moscow to Monino. The terminal is the local railway terminal, placed right behind the main cottage-like building of the railway station (from where you can go as far as Vladivostok…). You can buy a ticket from one of the countless automatic vendors – in Russian, impossible for me – or from one of the countless ticket offices – this was my option. I got a ticket for both ways – you just have to say “To Monino and back”, even though Russians are not friends of English, this request was immediately understood by the officer. The fare is very cheap. The line I considered terminated at Monino, reached after many many stops and about 1h 20 minutes later. Note that the railway ticket is required also for leaving the station on arrival, so you’d better keep it safe.

If all you had seen before in Russia is St. Petersburg and central Moscow, you might be a bit shocked, and feel like you had leaped in the past and well back into the Soviet era – large and cheap concrete buildings, partially paved roads, many elderly people walking around along silent streets and more bicycles than cars around. Sure the village is nothing special and far from monumental, but it’s not dark nor scary or unsafe. Plus you can notice signs of its past vocation, as ghost insignia and abandoned control booths typical to a former military installation can be spotted immediately close to the railway station and around the village, together with a Lenin’s statue still proudly placed in a small square on your path to the museum.

The only problem is that there are no signs for reaching the museum – not any until you are in front of the gate -, which is about .7 miles from the station to the other end of the village (South). You can take a (rare) taxi, or enjoy the walk. The latter was my option. The road is extremely straightforward. Actually it’s basically straight. If you don’t have a digital map, you can simply print the Google map of Monino with a satellite view of the buildings – this again was my option – and this is definitely enough to get to the place. I prepared this small map with the path I’ve followed and some notable sights.

The ticket to the museum is less than 3 dollars, very cheap.

For going back you just reverse the plan. Travel time in total for the trip both ways may be 3h 10min, including train and transfers between the gate and Monino station by foot. Adding about 3 hours for visiting the museum with a relaxed pace, a visit to Monino from central Moscow may take about 6 hours, so you may plan something more than half day for this visit.

Opening times can be obtained from the official website http://www.monino.ru, some Google-translation is needed if you like me don’t know Russian.

Sights

Including descriptions of all aircraft in Monino would be impractical and probably uninteresting. For this reason I will include only photographs and some comments. For an almost-full list of the aircraft in Monino, with something about each of the preserved exemplars, I would recommend the book in English A guide to the Russian Federation Air Force Museum at Monino by Korolkov and Kazashvili, published in the US.

In the blue-roofed building of the ticket office some early aircraft engines and panels about the history of aviation in Russia are presented.

Then you can enter the neighbor hangar, with some unique aircraft from up to WWII. These include an exemplar of the world-famous Ilyushin Il-2 Sturmovik.

The rest of the exhibition is hosted on the other side of the road. Immediately past the gate on one side you have probably the world’s largest helicopter, the twin-rotor Mil Mi-12. Facing this monstrosity, some iconic bombers, including the Tu-4, i.e. a licence-built Boeing B-29, and a prototype Tupolev Tu-22M, with ancestral engine fairings later replaced on the production version. Also notable are a Tu-22, Tu-128 – a really massive interceptor – and two very famous Soviet prototypes, the Myasischev M-50 and the Sukhoi Su-100, with its characteristic Concorde-like deflectable nose.

In a hangar nearby it is possible to find some further experimental aircraft, including rocket-propelled aircraft, high-atmosphere balloon capsules and other curious items.

Placed on an off-limits grassy area nearby the hangar there are some very uncommon aircraft awaiting restoration, and on the other side a good collection of Mil and Kamov helicopters, including the Mil-24A featured in the third chapter of the John Rambo series, a Mil-10 flying crane helicopter and a huge Mil-6 which used to work as a flying command station.

Nearby is the ‘Yakovlev alley’, where most aircraft from this high-tech design bureau are presented.

Approaching the far end of the exhibition grounds you can spot some of the Soviet ‘big ones’, including an Antonov An-22 Anthei, an Ilyushin Il-76, an Il-62 and a very rare Tupolev Tu-114 turboprop with counter-rotating propellers. This was among the fastest-flying propeller-driven aircraft in history.

Recently added to the collection, on one corner of the exhibition are two truly iconic Cold War veterans, a Tupolev Tu-142 and a Tu-22M Backfire, both retired production exemplars.

Other interesting items are a rare Beriev Be-12 huge seaplane, a pretty old Ilyushin Il-18 and a Il-2, and obviously the world-famous prototype Tupolev Tu-144 supersonic liner.

Before taking to the ‘MiG alley’ and ‘Sukhoi alley’ reaching to the exit, three unique prototypes should not go unnoticed, namely the Lavochkin La-250 supersonic interceptor, with a 1956 variable incidence delta wing, the high altitude Myasischev M-17, a twin tailed, ultra-high aspect ratio wing, the Buran flight emulator, created to reproduce the flight dynamics of the ill-fated Buran orbiter in terminal maneuvers, and the Bertini-Beriev VVA-14 ekranoplane. The latter was off-limits when I visited, and could be spotted sitting derelict in the backyard, awaiting restoration.

Approaching the exit you can notice a full array of MiGs, including some more rare to find in the West, like the MiG-25 ‘anti-Blackbird’ Mach-3 interceptor, and various Sukhoi designs ranging from early prototypes to the more modern exemplars. Among them a Lisunov Li-2, a licensed Douglas C-47, was undergoing active restoration when I visited.

Finally, some photos of the ‘pleasant village’ of Monino, a former militarized village.