German and Soviet Military Traces in Jüterbog

The area around Jüterbog, about 1 hour and 15 minutes south of Berlin by car, has enjoyed a long military tradition, dating from the years of the Kaiser and WWI, through the Third Reich and all the more than four decades of the Cold War, until the departure of the Soviet Army in the early 1990s.

Almost for the entire duration of the 20th century, the area has been scattered with barracks, immense training grounds, shooting ranges, officer’s houses, army administration buildings, technical depots, airports and military academies.

The town of Jüterbog is actually much older than the 20th century, but the Soviets, who grew to a much greater population than the Germans in town after 1945, did not pay much attention to this nice medieval town. Following their withdrawal and the end of all military operations around, the town center received substantial money for restoration from the Government of reunified Germany, and the result is really remarkable – Jüterbog is today possibly one of the most lively and nice-looking centers in the region, with medieval towers, gates and churches, hotels, restaurants and bright-painted houses all around.

However, one hundred years of military activities in this province could not be wiped out at once, and despite nature is now invading the old army premises after operations ceased, to a careful eye the heritage of the German and Soviet Armies stationed there can be spotted quite easily, immediately out the lovely historical town.

Perhaps the most prominent witnesses of the past activities are the old flight academy, installed in the Third Reich years and later employed also by the Soviets, who got control of the area after they arrived in 1945, and kept it even after the foundation of the GDR and the corresponding Armed Forces (i.e. the Nationale Volksarmee, or NVA). The flight academy is today a listed building, despite in a state of partial disrepair. Another example is the big airbase of Jüterbog/Altes Lager, which went on operating as an NVA and Soviet airbase until the very end of the Cold War, and is now being used as a sport airfield, a kart circuit track, an event venue and a solar power plant.

Both these two items are covered in another chapter.

In the following report, more locations in and around Jüterbog are pinpointed, photographed during two visits, partly guided by the knowledgeable Dr. Reiner Helling, in the Summer seasons of 2021 and 2022.

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Sights

The material in this post covers ‘Shelter Albrecht’, a one-of-a-kind private collection of items from WWII and especially from Soviet times, more views of the former airfield of Altes Lager, with a Granit bunker still in very good conditions, an abandoned military hospital with evident traces of Soviet operations, a Soviet cemetery, and a few more items, silent and overlooked witnesses of a recently bygone era.

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Shelter Albrecht

The airbase of Jüterbog/Altes Lager was selected by the Soviets for further development with the arrival of jets in the late 1940s-early 1950s, and grew to be a prominent attack aircraft and helicopter base in the territory of the GDR. Now reduced in size to the point that some taxiways have been turned into public roads, some of the incredibly many aircraft shelters originally in place in the peripheral parts of the base – mostly AU-16 – have been wiped out. However, a set of two to the east of the runway have been spared this fate, and have been redeemed by a private business. One has been turned into a venue for events, whereas the other has been employed to showcase a great collection of WWII and Cold War memorabilia. Actually, the two hangars are located inside a somewhat larger perimeter, with an original technical building and room for even more exhibits.

A first impressive sight is the original Soviet scheme of the base. Similar signs were typically put close to the gate of any Soviet base (as seen for instance here in Ribnitz/Damgarten), and with their Russian writings today they witness the Soviet tenancy of the base.

On the apron, an original military version of the ubiquitous Trabant, in army green color, is on display together with a field kitchen and a gigantic roadwork machine. The latter is Russian made, with tank tracks, and powered by a 12-cylinder Diesel engine.

A Mil Mi-2 helicopter, which for some hard-to-imagine reason had ended up on the Adriatic coast of Italy in a private collection, where it sat almost derelict, has been brought back to the other side of the Iron Curtain, and restored in a camo coat and placed in a prominent position. Not far, a wing from an old Lavochin La-5 Soviet aircraft can be found.

Still on the open air exhibition are a decorated panel once gracing a Soviet hospital – possibly the one described later (here) – and another celebrating the Warsaw Pact. But the exhibits are really countless, and include propaganda posters, and canisters for ordnance.

To the side of the main exhibition hangar, in the area of an interred fuel tank once serving the base, is an incredible set of Soviet panels, originally from this or other Soviet bases around. These panels are partly decoration/celebration signs, with portraits of Soviet soldiers and emblems.

Other are technically-themed, with explanations concerning driving habits and rules, hand-to-hand combat, and more. Similar items, including fake targets for assault training, can be found for instance in Forst Zinna, an abandoned Soviet base not far from Jüterbog (covered here).

Also part of the collection is a rare mural, apparently retracing the push to the west of a Soviet division (?) during the Great Patriotic War.

Inside, the aircraft shelter is stuffed with interesting memorabilia. From WWII, exhibits include remains of downed aircraft, including damaged engines, propellers and canopies. Among them are remains of an Avro Lancaster, a Focke-Wulf 190, a Junkers Ju-87 and the canopy of a pretty rare training (two-seats) version of the Messerschmitt Bf-109.

Four large scale models cover as many interesting sights around. The first is the former flight academy of the Third Reich (mentioned above and covered here), north of the Altes Lager airbase premises. Also on display are books and furniture originally from the library of the academy.

A second model portrays the entire area between the academy (north) and the airfield (south), including the latter. This area, now largely shrouded in the trees and partially in private hands, used to host technical installations and even factories connected with warfare business – all linked by an extensive network of roads and railways.

Another model is that of two airship hangars from the years of German tenancy. These had to be really huge, but are today completely gone. Among the factories in place in the area, were those for supplying gas for the airships.

Finally, a fourth scale model represents the older airfield of Jüterbog/Damm. The latter is not far from Altes Lager, and is today in private hands for some cattle breeding business. It features very peculiar concrete hangars, an interesting specimen of Third Reich construction engineering. Some aerial pictures can be found here. That airfield was not selected for further development by the Soviets, due to the limited potential for runway lengthening, in turn due to the proximity with Jüterbog town.

Soviet-related items on display range from painted tables, originally gracing the walls of the base, to technical signs in Russian, to a full array of personal and military items, all belonging to the Soviet staff stationed in Jüterbog. These include an interesting overall map of the Soviet airfields on GDR territory, with basic technical data.

Among the highlights, an official printed portrait of Stalin, and one of Brezhnev in a military uniform, parachutes and parts from attack aircraft, many direction signs and instructional panels for low-ranking military staff. Also very interesting is a radar scope with the three air corridors to West-Berlin and the position of Altes Lager printed on it!

Of special interest for aircraft enthusiasts are many pictures from the days of operation of the airbase, with many exotic Soviet aircraft seen landing, departing or taxiing around.

Other panels tells about the presence of rocket forces in the area of Jüterbog – in particular the 27th R.Br. of the NVA. They operated the SCUD-B system.

Back outside, the exhibition is completed by an original monument from Altes Lager, often employed as a background for official ceremonies, and more personal memorabilia of the owner of the museum, formerly serving within a tank division of the NVA.

Reconstructed shops and schools are on display, with much original furniture and everyday items of Soviet make.

Getting there and Visiting

The place is really worth a visit for everybody interested in memorabilia items from Soviet times, or for those looking for tangible traces of the military past of Jüterbog. The location is easy to reach by car, with a convenient internal parking. The address is Niedergörsdorfer Allee 4, 14913 Niedergörsdorf, Germany.

An updated official website with opening times is apparently not available. However, Mr. Helmut Stark, the owner of the place, may be contacted beforehand (in German only) to inquire about opening times and plan a visit – try Googling his name and that of the site for updated contacts. The place is regularly open at least in the weekends in the warm season. A visit to this site will be likely with Mr. Stark following you and giving explanations in German. This will take about 45 minutes.

Granit Bunker and Hangars in Jüterbog/Altes Lager

Some views of the Altes Lager airbase are provided in this chapter, and some aerial views can be seen here. The huge, flat-top hangars date from the Third Reich era, and similarly the control tower with its annexes. Some of the hangars were reportedly dismounted by the Soviets and taken to the Soviet Union soon after the end of WWII.

Besides all the aircraft shelters scattered all around the runway, a relevant and pretty secluded Soviet addition north of the airfield is a Soviet Granit-type bunker. This type of bunker was among the lightest in Soviet inventory, and could serve multiple purposes, e.g. storing movable radar trucks, tanks, other machinery, or weapons. Actually, its presence on an airfield may suggest the purpose of storing special air-dropped weapons, maybe tactical nuclear, high-explosive or chemical ordnance.

Bunkers of Granit-type are possibly the most frequent special constructions in former Soviet bases (see for instance here or here), but the one in Jüterbog is interesting since it is very well conserved, and its massive metal doors are still perfectly in place, providing a nice impression of how this technical item should have looked like in the days of operation.

Getting there and Visiting

The airport of Altes Lager is today pretty busy, with several companies having taken over much of its original premises now open for business. Multiple access points are available, and chances of looking inside the original installations are many. Given the still exceptional state of conservation of the Granit bunker, in order to protect this rare historical artifact from the impressive hordes of catatonic idiot spoilers and writers out there, no indication is provided on its exact location.

Military Hospital

Among the buildings now shrouded by the overgrown vegetation in the area between Jüterbog/Altes Lager airfield and the town of Jüterbog is a sizable military hospital. Totally invisible from the road, the hospital is basically made of a single, building featuring three long interconnected rows.

It is made of the typical German dark-red brick, a design which is way too elegant for Soviet occupants. The arrangement of the facade and the nice railings suggest a construction date from the years of the Kaiser and the German Empire, maybe early 20th century.

However, the years of Soviet use are witnessed by a big mural, portraying Lenin with some Soviet soldiers in the background, with a black and yellow striped ribbon and a red star, emblems of the Red Army.

To the more careful eye, a few graffiti in Russian can be found here and there, with a date as usual.

The aura is very silent and mysterious, and as such, this location is a mecca for urban explorers. Actually, the only noise came from a fast spinning ventilation fan in a window frame! This was pushed by an air stream however, not likely by a motor…

Some more buildings complete this complex, and original GDR-style lamps can still be seen around – the tall trees now surrounding the building were likely not in place when the hospital was closed, presumably in the early 1990s.

Getting there and Moving around

Not difficult to find in the trees between Jüterbog and the airfield of Altes Lager, there is no clear interdiction sign to access this complex from behind, yet vibration sensors planted in the ground can be spotted around, and some security cars can be seen sometimes parked on the main road. A walk around the hospital is not especially dangerous nor difficult, and may take about 25 minutes taking all the pictures. The building is architecturally nice and possibly listed. Yet it is in partial disrepair and largely sealed, and getting in is obviously not advisable.

Soviet Cemetery

The only relic of the years of Soviet occupation which is immediately visible to the general public in Jüterbog is the Soviet military cemetery. This is located to the back of the Liebfrauenkirche, in the historical center of Jüterbog.

Actually, a monumental part, with railings embellished with hammer and sickle emblems and a monument with writings in German and Russian to the back, is detached from the church yard.

However, possibly in later times, the limited space available in the lot originally planned for the monument meant some graves were dug right in the church graveyard, side by side – but not mixed – with German graves.

Getting there and Visiting

The exact address is Am Dammtor, 14913 Jüterbog, Germany. The place is well-kept, being part of the historical city center of Jüterbog. Parking opportunities all around on the street. A visit may take 10 minutes.

Railway Yard, School and Command Building

The town of Jüterbog acted as a ‘local capital’ for the many Soviet troops and their families scattered in the corresponding district. The hospital (see above) was not the only large installation in place. A district school was also installed, which served not only the very town of Jüterbog – with a Russian-speaking population of more than 70.000, greater than the German nationals – but also the residing Soviet population of smaller technical installations in the area. A notable example is the impressive nuclear depot in Stolzenhain (see here), where a dedicated staff and their families occupied four residential blocks now gone. Their children reportedly attended school in Jüterbog.

The school is today largely abandoned, and a quick tour around reveals typical Soviet decorations in the large sporting hall.

The school building is geographically close to the railway station. The latter had a passenger terminal dedicated to the Soviet population, which was completely segregated from the German one.

Furthermore, the railway in Jüterbog had also a primary logistic function, connected with the military activities going on in the area. Besides transporting tanks, vehicles and other material, also nuclear warheads arrived by rail from Belarus or Ukraine (both in the USSR at the time), for storage in the Stolzenhain Monolith-type bunkers (see here). A special railway track with a dead end in the trees featured a special interchange platform, allowing to move the sensitive warheads in their controlled canisters to trucks, and by road to Stolzenhain – usually at night. Since warheads were also sent back for maintenance or overhaul, the transport operated also in the opposite direction.

Very close to the railway station and the school is also a large grassy area, surrounded by a nice, old-style metal fence. This area is that of an older training ground, dating to the years of the Kaiser. A command building, now in disrepair, betrays the same origin, featuring decorations in a typical old-German style.

Getting there and Moving around

The school can be found in Jüterbog here. Cross the street from the school, the old training grounds and command building are immediately spotted. Walking north past the command building, you get access to a pedestrian bridge over the railway tracks, with a nice view of the station. An exploration of the railway tracks has to be considered extremely dangerous, since the railway line there is today a high-speed one, with bullet-fast trains appearing in just seconds. A walk around this spot in Jüterbog may take 15 minutes. Parking opportunities ahead of the command building.

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Belgrade War Heritage – From WWII to the Yugoslav Wars

Belgrade, the capital city of today’s Serbia, with a population of 1.3 millions, boasts traces of dating back to the Roman Empire. Strategically located on the confluence of the Danube and Sava rivers, through the ages it grew to become a major military and trading post.

A city at war – brief historical perspective

In the 19th century, with the foundation of a Kingdom of Serbia free from the Ottoman rule, Belgrade became a capital city of an independent power, right at the geographical center of the Balkan region.

In 1914, tense relations with the better established and more powerful Austrian Empire triggered WWI, where Serbia fought on the side of the winners, gaining territories extending to the Adriatic Sea from the dismembered Austrian empire. These regions were encapsulated in an unprecedented entity, the Kingdom of Yugoslavia, where Belgrade played again as capital city.

Soon after, WWII saw a bloody and rather unsung front opening in the Balkans, conquered from the north by Hitler’s Wehrmacht, and from the south by fascist Italy. The Kingdom of Yugoslavia ceased to exist, and Belgrade – initially the target of massive air attacks by Germany – was made for a while the capital of a kind of German protectorate. It was in the final years of WWII that communist-led resistance para-military corps led by Marshal Tito, secretly supported by the Western Allies, started operating massively against the Axis. Tito was backed especially by the British, who provided war materiel, staff for tactical decisions and political support.

When Serbia was liberated, with the help of the Red Army attacking from southern Ukraine through today’s Romania on Serbia’s eastern border, Tito raised to power, re-founding Yugoslavia as a communist country extending from Greece to Austria and Italy, and with borders with Hungary, Romania and Bulgaria – all the latter three being communist countries, deeply entangled with the Soviet Union. Belgrade was again the capital city of a powerful and strategically relevant state.

Quite oddly from Stalin’s perspective, Tito did not capitulate the sovereignty of Yugoslavia to the USSR – unlike most states in Eastern Europe. This again was possible likely through the support of the West, in the quickly evolving geo-political situation soon after WWII leading to the Cold War, where former allies split on the two sides of the Iron Curtain. As a matter of fact, no Soviet military bases were ever placed in Yugoslavia, a communist country which until the Fifties even obtained war material from the West!

Tito managed to keep his post on the international scene and internally until his death in 1980. Soon after, the artificial ties between the many nations united in Yugoslavia began to crack, and almost at the same time of the end of communism in Eastern Europe, the country literally fell apart. As of now the bloodiest conflicts in post-WWII Europe, the Yugoslavian Wars saw the secession of several new national entities from one another and from Serbia. Belgrade is now the capital city of the Republic of Serbia.

War heritage in Belgrade – What is covered in this chapter

The troubled history of Belgrade as a capital city has left permanent traces in the fort, one of the oldest and most prominent highlights in town. The foundations bear traces of the ancient Roman fort, but a defense bunker dug underground within its premises is a witness of the role of this old part of the town in more recent years.

An ideal setting for a weapons display, the fort is also where the museum of military history can be found. Dating from Tito’s era, this place boasts a remarkable collection of war material from all ages, including WWII, the Cold War and the 1990s. It stands as a perfect counterpart for the air museum, covered in this chapter. Further items of interest include one-of-a-kind memorabilia items belonging to Marshal Tito.

Being Tito’s Yugoslavia capital city, it is no surprise the founder of postwar Yugoslavia was buried here. An extremely interesting purpose-built museum – a major relic of the Cold War era – surrounds the mausoleum. There you can find a massive documentation on the dictator, including signed photographs and gifts from prominent western political leaders – including virtually every US President in office during Tito’s many decades in charge! This witnesses the special status of Marshal Tito in the eyes of western powers.

Another characteristic sight is the ‘Genex Tower’, a unique skyscraper of American size, with a style resembling ‘Blade Runner’ motion picture’s set. A real punch in the eye in the landscape, this is tower is of course another witness of how private enterprises – this time, the Yugoslavian tourism group Genex – could get a prominent status in communist Yugoslavia, differently from Soviet-style fully centralized economies. It is also an example of an original architectural style from the Cold War era, showing the great care given to art and architecture by the communist party of Yugoslavia – another prominent example being ‘spomeniks’, monuments scattered over the entire former territory of the country (see this dedicated chapter).

Similarly interesting is ‘Avala Tower’, a TV tower with an elevated panorama platform from the 1960s. Besides the architectural interest, it is worth mentioning this tower was targeted by NATO air raids in 1999, and completely demolished. It was rebuilt in an identical shape and re-opened only recently.

The oddest among war-connected items in town is the former building of the ministry of defense, close to today’s capital directional center. Having being targeted by NATO bombing raids in 1999 and severely damaged, it was left for years damaged and derelict, a memento for the attack by NATO forces, and the focus of much controversy.

Photographs of these sites are from a visit in Spring 2019.

Map

The sites covered in this chapter can be found on the map below.

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Sights

Military Museum of Belgrade

When getting access to the beautiful historical fort of Belgrade, a vantage point to watch the oldest districts and the rivers, you will hardly miss an impressive array of cannons, howitzers, tanks and missile batteries from earlier than Napoleon to the Cold War.

This rich collection is the outside part of the Military Museum of Belgrade. Founded back in Tito’s era, this museums offers an overview of the war history of this war-battered part of the world, since ancient times to the latest Yugoslavian Wars of the 1990s.

The collection features interesting items especially from WWII, including pieces of German make, as well as from the Cold War period, like Soviet-made ‘Katyusha’ launchers and SAM batteries.

Despite the initial struggle with Stalin, after the latter’s death, relations with the USSR improved. Since then, military supply for Yugoslavia mainly came from the USSR, flanked by a non-negligible domestic production.

The indoor collection starts from much back in time, with weapons dating from the centuries of the struggle against the Ottoman rule. A major section is dedicated to the 19th century, when the Kingdom of Serbia was founded. As known, the spark for WWI came from the Balkans. Serbia took part to the war on the side of the Entente. As a result, after WWI the Kingdom of Serbia increased its territory and became known as the Kingdom of Yugoslavia since the late 1920s.

Resulting from the political union of peoples of diverse ethnicity, religion, language and commercial vocation, this kingdom never experienced much stability. As a matter of fact, king Alexander I was murdered on a visit to France by Macedonian fighters for independence. The blood stained shirt of the king following the assassination – notably the first such event to be video recorded, albeit in 1934 quality – is preserved in the museum.

Like elsewhere in Europe, WWII years saw the suppression of the existing institutions. In 1941 Yugoslavia was invaded by neighboring Hitler’s Germany (which at that time was a single entity with Austria). The Nazi rule was implemented in the region of today’s Serbia, administrated by a German-backed local government. Items from this era are abundant, and include maps, weaponry and uniforms.

Of special interest are also the double-language notices – in German and Serbian – produced by Nazi Germany, with the distinctive eagle and swastika (similar to what you can find in the occupied territories of the USSR, see for instance here).

Also interesting are the bounty signs about Tito and other ‘comrades’ – the resistance movements were well organized and supplied, with the backing of Western Allies operating from Greece and southern Italy in the latter years of the war, thus creating real troubles to the invading powers.

Despite that, also improvised weapons were used, presented in the museum. Being an installation from Tito’s time, the operations of the communist-led resistance para-military units is showcased with flags, banners, uniforms and weapons.

A true relic in the museum is made of a small collection of Marshal Tito’s own uniforms and everyday items. These include some field items – torchlight, map magnifier – as well as more personal belongings – glasses, a USSR souvenir, apparently a pencil case, and more.

Some interesting photographs include portraits of US staff and aircraft operating from Yugoslavia, as well as a copy of the declaration of support to Tito’s army from the participants to the Tehran conference – Churchill, Stalin and president Roosevelt.

A very Soviet-style part of the museum is a kind of memorial, with a statue of Tito and a myriad of banners from various military groups – a kind of homage – completed by a massive engraved metal map of communist Yugoslavia.

A significant part of the museum deals with the 1990s wars. These include the early secession war mainly opposing Croatia, but deeply involving Bosnia-Herzegovina. Weapons of the Croatian army are on display.

A latter part is devoted to the war with Kosovo, which resulted in an open, mainly air-fought conflict against overwhelming NATO forces. From the fierce and polemical titles of the display cases in this latest part of the museum, it is clear that this fragment of history is still an open wound in the collective memory of Serbia. Maps of NATO bombing incursions have been created, and curiously translated into English, for the eyes of western visitors.

More substantial remains from this relatively recent struggle can be found at the air museum of Belgrade, covered in this post, in the form of wrecks of downed aircraft and western missile bodies.

Visiting

The museum is a major attraction among those scattered over the premises of the fort. Access to the outdoor part, surely deserving a walk-through also for those not particularly interested in history, is free of charge, and may be very appealing for the kids. The indoor collection is extremely interesting for war historians or history-minded people, but the exhibition may be hard for children. Most items are labeled also in English, making the visit interesting. Visiting the inside part may take from .5 to more than 1 hour, depending on your level of interest. A photo permit is required to take pictures inside. Website with info here.

Mystery Bunker in the Fort of Belgrade

This bunker is poorly advertised, and only scarce on-site descriptions are provided. It is basically made of a tunnel built close to a the most panoramic corner of the fortress. Access is via a narrow stair, giving access to a U-shaped corridor, connecting two double-floor underground circular towers.

On the lower floor of the towers, sleeping rooms for troops can be found, together with water tanks. On the upper floor what appears as an unfinished or lately interred firing position for high-caliber artillery can be found.

Construction is similar to some installations of the Atlantic Wall (see for instance here and here), hence it may date from WWII or soon after.

Due to the (strangely) scant description, it is hard to tell the history of this mystery bunker, and I am only guessing its function.

Visiting

The site can be visited with an inexpensive ticket, to be purchased (cash only) by the entrance to the helical pit, a much more advertised attraction nearby. To be honest, nobody checked my ticket once by the entrance to the bunker, which at a first glance can be confused with a backyard deposit (it is really not much celebrated as an attraction). Anyway, I came across a Serbian-speaking small guided group on my visit, so there must be chance of getting inside like that, enjoying some better explanation. Visiting alone may take 15 minutes. A little info on the site of the Fortress, here.

Marshal Tito’s Mausoleum and Memorabilia Museum

This installation lies to the back of the older building of the Museum of Yugoslavia, dating from Tito’s era and currently closed for renovation (2020). The neighborhood is very nice, with buildings of many embassies. The mausoleum and the annexed museum are part of a nice ensemble, surrounded by a garden. A very modern entrance hall with shop and services has been prepared at the entrance.

The burial place of Marshal Tito is in a greenhouse-like building, pretty nice and peaceful. The tomb is definitely plain and not bombastic, nothing you would expect from a dictator. Tito’s wife is buried nearby.

To the sides of the building you can find a well designed exhibition including personal belongings of Tito, parts of his office furniture, as well as pictures – including a magnified one with dignitaries attending his funeral ceremony in 1980.

A small excerpt of the huge collection of scepters, a traditional gift offered to Tito by every group or local society on his domestic visits, can be visioned here. Some of these are really nicely crafted, some are funny – some are really kitschy and caricatural.

A second part of the installation is hosted in a small, separate building. Here an incredible collection of gifts, personal belongings, photographs, authentic papers from the fund of the Museum of History about momentous events in Yugoslavian history, autographs and scepters can be found.

Of special interest are the official portraits – often signed – of presidents, dignitaries, kings and queens from various ages and from all over the world. This collection witnesses the relative popularity of Marshal Tito in the West, even though NATO forces never trusted him fully – the missile defense system placed in northeastern Italy in the 1960s and 1970s is a clear memory of that (see this post).

Similar to Ceausescu’s house in Bucharest (see here), the items on display make for a very vivid memory of Marshal Tito life and actions, and really bring back the man from history. Really an evoking place those interested in the Cold War can’t miss out!

Visiting

This attraction can be easily reached by car, a few minutes from central Belgrade, in a nice and safe neighborhood (see map). The local name is ‘Kuca Cveca’. As a branch of the Museum of Yugoslavia, it is modernly managed and has been recently revamped, making the visit enjoyable and interesting. For those with an interest in the Cold War era or Tito’s life and legacy, a visit to this site may easily take 1-1.5 hours on a self-guided basis, despite the place being relatively small and easy to tour. Guided tours are possible as well, info on the official website (in English) here.

Genex Tower

An internationally known piece of contemporary architecture, this strange looking massive skyscraper can be clearly spotted from the fortressof Belgrade, looking west towards ‘Nikola Tesla’ airport. It was built between 1977 and 1980, and is made of two bodies connected at the top through an elevated platform.

The name Genex Tower comes from the legacy Genex company, a large tour operator from the Yugoslavian era, operating even an independent airline, Aviogenex, flying mainly touristic routes conveying visitors from western Europe to the beautiful coast of Dalmatia. This openness of Yugoslavia to western tourism has been an uncommon characteristic in the panorama of communist-led countries. Overt trade relations with the West contributed to a higher standard of living of Yugoslav population, compared to the USSR-controlled Eastern Bloc neighbors.

The tower is today partly a relic. The half once hosting the offices of Genex and its subsidiaries is mostly empty, even though not abandoned – there is a porter apparently living there, and willing to answer your questions on the history of the place! Going beyond the entry hall is not possible, but the hall itself deserves a glance – built with style, it is much more pleasant than the outside of the building!

The atmosphere is really evocative of the Cold War era. Like other buildings – mainly hotels – in former Yugoslavia, the style of the interior somehow recalls the old-fashioned luxury of some older James Bond movie setting!

The residential part is still inhabited as a high-rise condominium. The entrance is via a small door, but despite the derelict appearance of the small square ahead of the building, it looks normally cared for.

The circular platform on top of the tower used to host a panorama restaurant, today long gone.

The view of the platform from between the two main bodies from the base makes for a peculiar photographic set – as a matter of fact, professional photographers were taking pictures  from that spot for a fashion review!

Visiting

The tower can be reached by car, a few minutes north of the city center. This is basically a non-public building, so while visiting is not possible, the open, unfenced premises at the base of the tower allow walking freely around the tower. The neighborhood is densely populated and safe, despite the base of the tower not looking good, due to disrepair. Parking opportunities all around. A walk around the base may take 15 minutes. If you like to get inside the hall of the largely unused (as of 2020) commercial building, you may also have a chat with the porter about the history of the place. The visit won’t be much longer, anyway.

Avala Tower

This tower is located south of Belgrade, and is a vantage point for observing the town and the countryside around. The original tower was completed between 1961 and 1964, entering the world’s top-ten list of tallest buildings at the height of the Cold War era. That tower was targeted by NATO bombing in 1999 and destroyed. It was rebuilt between 2007 and 2009, mostly identical to the original design.

It is today a renowned tourist attraction. A remarkable engineering and design masterpiece, the tower boasts an uncommon three-leg base, giving a shape well fitting in the years of the space age when it was designed – despite the inspiration being reportedly from a three-legged Serbian traditional chair.

The platform on top can be reached via a fast elevator. Strange massive condominiums in the southern outskirts of Belgrade can be clearly spotted from here, but the most striking feature is the wild countryside surrounding Belgrade, really a spot in the green.

Not far from the tower, the interesting Monument to the Unknown Soldier from the 1930s is a remarkable national shrine from the years of the Kingdom of Yugoslavia.

Visiting

The Avala Tower can be reached by car in about 45 minutes from central Belgrade – mainly due to traffic, since it is not geographically far (see map). Parking on site. The place is managed as a modern large scale attraction, website here.

The Monument to the Unknown Soldier is open 24/7, a quick and interesting detour from the tower, with a dedicated small parking close to a fashionable ‘old-Europe’ vintage hotel. Explanatory panels nearby.

Ruins of the Ministry of Defense

The building of the ministry of defense was targeted during a bombing raid in April 1999, and severely damaged. An administrative building right in today’s administrative district of downtown Belgrade, it has been left mostly untouched for years now, as a memento of the war against the NATO alliance.

Two buildings can be seen cross the street. Part of the corresponding blocks are still in use, and for safety reasons portions of the damaged buildings have been finally demolished in recent years. More and more plans to convert this very central area to something else have been elaborated, as memory of the troubled 1990s is slowly fading.

Visiting

The place can be reached easily with a walk from the historical and shopping districts of Belgrade (see map). The buildings are inaccessible, and can be seen from the outside. A 5 minutes stop along your walk may suffice to check this item.

The Aeronautical Museum of Belgrade

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

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

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

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

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

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

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

Sights

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

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

Indoor exhibition

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Outdoor exhibition

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

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

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

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

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

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

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

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

Visiting

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

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

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

Stalin in Georgia

The republic of Georgia, located on the Caucasian isthmus between the Black Sea and the Caspian Sea, was founded in the turmoil following the collapse of the Czarist Empire during WWI. Located on the border with Turkey, at that time this region tried to untie from neighbor Russia, and proclaimed a libertarian socialist state.

Following the seizure of power by Lenin and the Bolsheviks, producing a devastating civil war which would go on raging all over the former Russian-controlled territory well into the 1920s, Georgia lost its independence, being sucked into the Soviet Union, similar to many other nations sharing a border with Russia – like Armenia, Azerbaijan, Belarus, Latvia, etc.

A country with a remarkable wealth of history, inhabited since when traces of mankind started to appear on earth, with a deeply rooted Christian culture since centuries, a strong independence movement started to show in Georgia already in the 1980s, when the Soviet system was still destined to last for long in the eyes of many western observers. This independence feeling would culminate in the republic of Georgia leaving the USSR months before its actual end, already in early 1991. Since then, the country is openly hostile to Russia, and the formation in the early 2000s of two de facto Russian-backed independent states – South Ossetia and Abkhazia – over the sovereign territory of Georgia witnesses a mutual state of tension between Tbilisi and Moscow, still lasting today.

Despite this, and almost paradoxically, the Georgian individual possibly best known to the general public and to the world is an eminent communist character, a one-of-a-kind contributor to the history of the USSR and of the world – and someone would say, the most authentic incarnation of a communist leader – Stalin.

While Georgia, most comprehensibly, is striving to delete every tangible trace of the Soviet era – from statues to symbols and pieces of architecture – a few notable exceptions include some of Stalin-related relics in the country. In Gori, Stalin’s hometown, the house where Stalin was born is preserved under a bombastic Soviet-era canopy. Nearby, a unique museum dedicated to the Soviet leader, opened back in the late 1950s with a display of incredible memorabilia, is reportedly the most successful attraction in town, with crowds of visitors still today.

In an old district in Tbilisi you can find another unique point of interest – the so-called Stalin Printing House Museum. It was in this unapparent house that young Stalin operated as a pro-communist clandestine agitator in the early 20th century, well before the Bolshevik revolution in Russia.

This post covers these Stalin-related remains in the man’s home country, with photographs taken in summer 2019.

Sights

Joseph Stalin Museum – Gori

Stalin’s hometown, where he was born in 1878, is dominated by a scenic ancient fortress, sitting on top of an isolated mound. At the time of Stalin’s birth, that was also the geographic center of the town. When Stalin became… Stalin, his birthplace was turned into a place of pilgrimage, and a new purely-Soviet master plan was implemented in the city, creating a new gravitational center around the modest house of his parents.

The long axis which drives you from the major access road and the railway station south of the city to the house follows an almost north-south direction. A typically Soviet alley – straight, too wide and with mostly sad-looking buildings to the sides – links a bridge over the local river to to the house, going through a square with the town hall, built in a Soviet classicist style. A tall statue of Stalin used to stand on the side of the square, and it was torn down only in the 2000s.

Closer to the house, the alley bifurcates into a ‘Y’. Between the arms of the ‘Y’ you can find a garden with fountains and flowers.

To the far end of the garden, the small half-timbered house where Stalin’s parents used to live is preserved under a Soviet-style canopy.

Stalin’s parents were not well-to-do, and they actually rent the house, where they occupied only one room. Back in the 19th century, it was just one in a row of similar buildings. Following the radical reshaping of the area for celebrating the Soviet leader, the whole neighborhood was completely demolished, and only this block was left.

On the side and front facade of the house are marble signs in Russian and Georgian. The ceiling of the canopy features a stained glass light, with hammer and sickle signs by the corners.

To the back of the birthplace you can find a smaller statue of Stalin. Considering his generally acknowledged status as a bloody communist dictator, similar open air statues have been removed almost everywhere in the world – this is one of the few remaining exceptions (another being in Belarus, but most likely apocryphal – look for Stalin’s line museum here).

The most conspicuous building in this celebratory installation is the actual Joseph Stalin Museum, which occupies a pretty large palace in Stalinist style. The master plan dates back to the final years of Stalin, and its realization was carried out during the 1950s.

The building is interesting from an architectural viewpoint, and features a colonnaded porch giving access to a main entrance hall.

The latter is rather formal, with another colonnade and a perspective leading through a staircase to a mezzanine. In the focus of the perspective you can see another statue of Stalin. Every particular in the architecture here is extremely Soviet – grim, menacing, heavy.

The ticket and toilets can be accessed to the sides of the hall on the ground floor, which acts also as a meeting point for groups – but guided visits are not compulsory, you can tour the museum on your own.

Upon reaching the first floor, you meet two busts of Stalin, and a couple of interesting paintings, portraying the young Josip Vissarionovich Dzugansvili – Stalin’s its real name – as a student talking to his class mates at the seminary of Tbilisi, and later as grown-up, well-established Stalin talking to his collaborators.

The museum is composed of a few big halls. The first rooms retrace Stalin’s personal story, and are based on a mix of documents, original or reproduced, newspapers, paintings and photographs. The latter are often reproductions, often magnified – since when he was not yet famous he mostly appeared in group photographs.

Here you learn about his humble origins, and you can see the photographs of his parents, his early school reports and the first known photographs of Josip as a young boy.

A rather brilliant pupil, he was granted access to the Orthodox seminary in Tbilisi – which back then was called Tiflis – where he moved to attend lectures and to grow to become a priest. Some works of poetry from the time, published on local newspapers in Georgian, are part of the exhibition.

Something went wrong at that time, as he got excessively fascinated with the leftmost socialist theories, spread by several authors including Lenin. A rare naive portrait of his meeting with the principal of the seminary, when he was expelled for his unacceptable and dangerous views, is part of the collection.

This was the beginning of a militancy period, when he became known to the department of internal affairs of the Czar due to open subversive propaganda activities. He worked irregularly, publishing clandestine works in Tbilisi (see about his printing house below), holding open-air meetings in port town Batumi, and so on.

Finally, he was arrested and deported by the Czar to inland Russia. As his fame grew, he was tasked with some role in the apparatus of the clandestine political formations headed by Lenin – the factions against the Czar and even in the socialist area were many, and the intricate civil war that followed the 1917 revolution was also the result of the struggle for power of these opposing forces.

Between internment periods, he started traveling to the capital – St. Petersburg. He also met Lenin in Tampere, Finland, a country politically bound to the Russian empire until 1917. Photographs and documents from the time, a suitcase and models of the houses where Stalin resided can be found in this part. Busts including one of Stalin as a young agitator, pretty rare and likely taken from the few portraits from the time, are also parts of the collection.

Again following a historical timeline, you can find more documents and portraits of a grown-up yet young man of the apparatus. It is well known that Lenin, after the 1917 revolution, saw Stalin as a potential problem for the future of the Party. A copy of Lenin’s ‘testament’, telling his comrades to get rid of Stalin, is on display in the exhibition. As a matter of fact, Lenin’s illness and demise in 1924 started a period of transition.

Stalin, by 1922 general secretary of the communist party of the USSR, fought and won against all other members of the communist party, making his appointment in the government the most powerful. He managed to maintain his role until his death in 1953, reigning as an unopposed tyrant at least since the end of the 1920s, when he prevailed over his most strenuous opponent, Trotzkij.

As he started to gain power, official portraits started to appear, both paintings and photographs. These pieces of the collection are also interesting, for not many portraits of Stalin have survived in official displays, after he was condemned by his political heirs.

Also books from his speeches and prints from his personal history, to be distributed to the general public, are displayed here.

Prominence in the communist party of the USSR gained a special status also to Stalin’s family. His mother had a decent place to live, and his son payed a visit more than once – this is the subject of some portraits. A porcelain set from Stalin’s mother household is on display.

Curious artifacts in this part of the museum include a desk from some communist office of the time of Stalin’s purges.

As a marshal in WWII – the Great Patriotic War of 1941-1945 as it was known in the USSR – Stalin reached international recognition and world fame. His ability as a general is open to critics, for he managed to kill most of the most experienced staff in the purges of the 1930s, and appointed generals – mostly like Hitler – based on their political attitude. It is questionable whether without substantial help from the then-allies of the Soviet Union (Britain and the US) a victory against Germany could have been reached, despite a disproportionate number of casualties in the rows of the Red Army. However, the final march to Berlin, which gained him control over half of Europe, raised him to the level of a world leader. The exhibition reflects this recognition, with books by Stalin translated in several languages, gifts from generals of the Red Army – including an authentic monstrosity donated to the museum by WWII hero General Zhukov in the 1960s – and many pictures from the war years.

A showcase is dedicated to Stalin’s sons and heirs. He had five sons, from two wives and other women, and his descent is still existent today.

A corner hall hosts a kind of monumental installation, a small Soviet monument not among the best of the kind. Made of lighted reproductions of photographs, it is a kind of recap of Stalin’s triumphs and special moments.

The next hall concludes the climax, and is really unique. It is a circular room padded with black leather panels. At the center of a circular colonnade you can see at the level of the ground one of the few – apparently 12 – original reproductions of Stalin’s head from his death mask.

Thanks to the special installation featuring a strong symmetry and a special lighting, the head is really magnetic.

Stalin died at 75 in March 1953 in undisclosed circumstances, possibly to the hand of somebody in his entourage. Some paintings from his funeral can be seen around the room, together with a model of the mausoleum of Lenin on the Red Square in Moscow, where Stalin was interred for a few years, until removed when finally condemned by his party – note the writing in Cyrillic ‘Lenin – Stalin’ on the mausoleum, later reverted to ‘Lenin’ only.

The next hall is dedicated to international relationships, displayed through photographs, memorabilia and the plenty of gifts Stalin received in his years as a communist dictator.

There are presents from Georgia and other Soviet republics, and from international delegations. The latter were from both the eastern bloc – Eastern Germany, Poland, China – and most strikingly from the West, and even from NATO countries like France and Italy!

Back to the top of the staircase, you get access to one of the highlights of the exhibition. In a final room you find on display the original furniture of Stalin’s office at the Kremlin. There is a desk with an armchair, a sofa, and a set of smaller chairs. Stylistically not very appealing, this furniture is of course of great historical relevance.

Close by, more unique items are on display in two showcases – Stalin’s personal belongings. There are a few cigars – now decomposing to age – some cigarettes, a cigarette box, a ruler, two pipes, a pen, a chessboard, a hand-written message to a friend, and some other trinkets. Finally, there is a military uniform, with boots and coat.

When you have got intoxicated by the Soviet aura of this place, you can finally get out and visit the last item in the park, Stalin’s personal railway car. This was actually used by Stalin, who did not like flying, to travel around the Union and abroad. He went to Teheran and Jalta conferences during WWII in this car.

The car is special in having a bullet-proof armor all around – which produces a weight comparable to that of a Diesel railway engine… – and some special services, like a bathtub, a personal studio and a meeting room.

Stalin’s ‘memorial park’ in Gori is really a one-of-a-kind museum, of exceptional interest for people interested to his period and his historical figure. You may be surprised by the very existence of this place, primarily because of the well-known and heavy responsibility of this man in mass-murders and misconduct as a head of state, and also because it is located in Georgia, a country openly hostile to Russia and its hard political domination, implemented through the institution of the Soviet Union. It is one of the expressions of the contradictory attitude of most peoples touched by the USSR – including Russians – towards that era. It remains a thought-provoking collection of historical value though – gifts from international delegation from the West are a vivid memory of the recognition obtained by this mass-murderer during his lifetime. They are particularly instructive about how propaganda can draw international consensus to the most unthinkable subjects.

Getting there and moving around

Getting to Georgia from the West will be hardly for Gori alone. Despite the nice, well-kept town center, with the castle and several refurbished churches and alleys, and of course the Stalin-related part, there are far more significant places to visit in Georgia, at least if you are coming from far away to this relatively hard-to-reach angle of the world. Yet Gori is located in a convenient position along the major road and railway connecting Tbilisi to Kutaisi and the coast of the Black Sea, which makes for an ideal one-day or even half-day stop.

The town is a good place to sleep, for there are a number of guesthouses and restaurants, and it does not look derelict or unsafe, differently for instance from more prominent Kutaisi. The whole Stalin-themed park, with the birthplace, museum and railway car, is rather compact, and not big, so visiting may take from 1.5 to 3 hours, depending on your level of interest. This is the main attraction in town. Strangely, I could not find an official website – this is strange for most labels are translated also in English, and there is even some merchandise, so the place is run as a modern museum. However, Google or TripAdvisor timetables were correct at least when I visited.

Plenty of public parking space around the museum.

In town there is also a war museum dedicated to the Great Patriotic War (covered here), as well as other non-communist themed attractions.

Joseph Stalin’s Underground Printing House Museum – Tbilisi

This museum was opened in Soviet times in the place of a house where young Stalin spent some time as a political agitator. His main activity related to this place was printing clandestine material.

Access it through modern Soviet buildings, with a hall which unfortunately cannot be visited.

The house is presented inside a small garden. There are two light buildings, a half-timbered house and a smaller hut.

The two are connected by a deep underground passage. This double access to the underground was of great help to evade controls by Czarist authorities. The main underground hall is original.

Possibly intended as a food cellar, it was used to store a 19th century printing machine – made in Augsburg, Germany, as witnessed by the rusty but still readable factory label!

The half-timbered house is apparently a Soviet-era reproduction of the building originally in place. It is a two-rooms house, very similar to Stalin’s birth house in Gori (see above). The two rooms have been furnished with a few berths and tables, to provide an idea of the original look, and with tons of artifacts from Stalin’s and Soviet times.

These include portraits, photographs, books and emblems. There is also a model of a similar clandestine print house in Baku, Azerbaijan.

All in all, this place has a historical significance as Stalin’s early headquarter, and as a Soviet place of pilgrimage. Differently from Stalin-themed park in Gori, it has been basically forgotten – it is kept open by aged volunteers.

Getting there and moving around

The museum is located at the following GPS coordinates – 41.690454, 44.829999. It is located west of Tbilisi city center, at a walking distance from it, but the walk is not recommended for the neighborhood is nothing special. Going by car or taxi is more time-efficient. Public parking on the street available around the block.

There is no official website to my knowledge. Entrance is by cash only, free offer. See Google for opening times, which are mainly in the central hours of the day. You can visit on your own, but one of the local enthusiasts running the museum will likely provide some information, and there is also a basic leaflet in English. Visiting may take about .5 hours.

Plokstine – A Preserved Nuclear Missile Site in Lithuania

While almost all nuclear sites you can find in European Countries once beyond the Iron Curtain are today totally abandoned and fairly unaccessible, there exists a perhaps unique exception. The Plokstine site in northwestern Lithuania has been selected around 2010 for complete refurbishment with the help of public money, and in 2012 it has opened its doors as a museum. Located in a beautiful natural setting crowded with hikers – namely Zemaitija National Park, a national recreation area around Plateliai lake – it has quickly grown to international fame, and is now recording several thousands visitors per year, with guided tours in multiple languages – including English – offered on a regular basis during the warm season.

What is today an intriguing tourist destination, used to be part of a large Soviet installation for launching ballistic missiles armed with nuclear warheads. It is worth mentioning that Lithuania was a ‘Soviet Socialist Republic’ in the realm of the USSR, i.e. not just a satellite country of the Soviet Union, but part of it. Actually, this small country on the shores of the Baltic Sea, on the extreme western border of Soviet territory, was an ideal location for deploying weapons to hit European targets from within the Union. Furthermore, the Plokstine forest was – and still is – a little populated area, where construction works for a large top-secret military facility for storing and operating offensive cutting-edge hi-tech warfare would go likely unnoticed.

The missile complex was completed in December 1962, in the years of Khrushchev and Kennedy. The Plokstine site comprises of four interred silos and an extensive underground command station in the middle – the ensemble constituted a so-called ‘Dvina’ launch complex.

The ‘Dvina’ site in Plokstine was actually the last part of the missile base to be built. Two more sister surface sites, with four launchpads each, had been completed one year before, just west of the nearby village of Saiteikiai. These surface sites were similar to those you can find in Latvia (see this post), a neighbor country where unfortunately the last remaining ‘Dvina’ site was demolished in 2017, but abundant traces of the Soviet presence can still be found.

All three launch complexes in this region were designed around the R-12 missile. The R-12U missile was actually used in the underground ‘Dvina’ complex, slightly different from the surface-launched R-12. This weapon was better known by its NATO designation – SS-4 Sandal – and was a 2.3 megaton, single warhead, single stage nuclear missile. It reached true international notoriety before the base in Plokstine was activated, for this was the type deployed to Cuba in the missile crisis of 1962. Coincidentally, part of the staff transferred to Cuba in the days preceding the crisis was from the same rocket regiment of the Red Army (the 79th) stationed in Plokstine. Sandal missiles from here were reportedly transferred in complete secrecy to Cuba, via the port town of Sevastopol in Crimea in that occasion.

The base remained operational until the last missile – by then obsolete – left in 1978.

The Baltics were the first republics to leave the dying Soviet Union, openly defying the military authority of neighbor Russia. After the collapse of the Union and the end of communism in Europe, these three states – which historically do not belong to Russian culture – quickly joined the NATO and European Union, to escape Russian influence as much as possible. Most Soviet military installations were shut down and abandoned, and have been for two decades an interesting destination for explorers and war historians (see this post for many examples). Later on, most sites have been slowly demolished or converted into something else. Really a few of them have been preserved for posterity.

In this post you can find photographs from the Cold War Museum now open in the former ‘Dvina’ site of Plokstine, from a visit in 2017. Close to the bottom, you can find a few further photographs from a previous visit made by appointment in 2009, before the site was selected for renovation – these may be more appealing for Soviet-aura lovers!

Sights

What can be visited today is all in the area of the old ‘Dvina’ complex. The complex is mainly composed of four interred silos, covered by heavy steel & concrete bulged covers, placed on the four corners of a square. These gigantic caps are the most prominent components of the site from the outside. Today, an observation deck has been erected on the south of the area. From there, you can appreciate the distinctive plan of the ‘Dvina’ complex, with an access road terminating in a loop touching all four armored silo covers.

The weight of each cover is told to be around 100 tonnes, as it was armored to withstand a nuclear explosion. The covers would be pulled sideward with a sled mechanism, to open the silos before launch. Unmovable missile launch complexes, like the ‘Dvina’ site in Plokstine, were easy and attractive targets for western weapons, thus requiring a very strong defense barrier. Similar considerations led the design of the Titan missile sites in the US, which albeit more powerful and capable of a greater range, are roughly from the same era (see this post).

To get near the silos or get access to the museum, you need to pay a ticket and join a guided tour. The visit includes a tour of the Cold War Museum, which has been prepared inside the rooms of the former control center. The tour will start from the visitor center, a new modern building. You will soon go through a specimen of the original fences which ran around the ‘Dvina’ complex, and which included barbed wire and high-voltage electrified lines. Close by, you can find traces of original unarmored constructions, likely service buildings. The missile site was operated by more than 300 troops stationing in a number of smaller centers in the area around the complex.

The guide will lead you along a walk around the surface part of the complex, where you can see the construction of the caps from very close. The metal part is very rusty, but the concrete cover has been refurbished and looks like new – a pretty unusual sight, for connoisseurs of Soviet military relics!

Access to the underground missile service and control center is via a small metal door, right in the middle of the square formed by the four silos.

A few rooms in the control center today host the exhibitions of the Cold War Museum. A room displays a quick time-line of the Cold War, since the end of WWII to the end of the USSR. In the adjoining rooms you can find propaganda items

Another room is about defense against nuclear threat. This is interesting, with many artifacts like dosimeters and medical tools, plus easily readable instructions of ‘dos and don’ts’ in case of nuclear attack.

Another room is about the evolution of weapons over the Cold War decades, with original material from the time, including heavier tactical weapons.

The exhibition is modern, small but not superficial, and may appeal to any public, including children. Besides the exhibits, you can appreciate the relatively small size of all rooms and connecting corridors in the former control center.

As you are driven next to the missile operation part, you can find a scale model of the ‘Dvina’ complex and a cut-out of a R-12U silo, together with a map of the relatively few missile sites in Lithuania – from the map, it can be argued that, for some reason, many more sites were prepared in nearby Latvia.

Resting quarters for the troops and a communication station with original electronic gear have been reconstructed based on original footage and pics. Communication with the military headquarters was clearly an essential task – it was the only way an order to launch could be issued – and the serviceman on duty was responsible for assuring a permanent link with the chain of command. In other words, he was instructed not to leave his headphones under any circumstances, during a several hours-long shift!

On the sides of the corridors you can see holes for the extensive network of cables and pipes. Further on, you meet the most ‘hardware’ part of the exhibition. First, the original diesel-fueled power generator has been refurbished and is standing in its original room. The underground complex was designed not only to withstand a nuclear blast, but also to provide shelter for all servicemen for several days following an attack. This meant air filters, food, water, technical supplies and of course electrical power, were all essential assets. Oil for the generator was stored in a container in an adjoining room.

Finally, you get access to one of the four silos. You need to go through a tight door opened on the wall of the concrete structure of the control center. Writings in Cyrillic can be spotted on the walls in this area. From there, you will see the cylindrical shape of the metal structure of the silo from the side. This metal canister is really big, the ‘Dvina’ silos featured a much greater diameter than the SS-4 missile they were built for. This was somewhat different from their US counterpart (see this post), where the missile diameter fits the size of the silo without much margin.

You can get access to the silo via the original hatch, cut in the metal wall close to the rim on top of the silo, just beneath the external cap. Going through this hatch is incredibly difficult – it is extremely narrow, much longer than the size of a human step, and tilted upwards! It is hard to understand why the Soviets built it in a size so small – this applies to the control center too, for all corridors are really narrow and the ceiling in the rooms is so low you may easily need to bend forward! For those who don’t want to try the original entry to the silo, there is now a non-original door cut in the side of the canister.

The inside of the silo can be observed from an original service deck, immediately under the external cover. From here you can clearly appreciate the size of the construction – the missile was more than 70 ft long, and sat here in a vertical position. The SS-4 was among the first missiles to make use of a storable liquid propellant, which allowed it to stay in almost-launch-ready conditions for a prolonged time, if resting in a silo. Nonetheless, the time for opening the armored caps was about 30 minutes, which meant this was not exactly quick to launch. The understructure of the armored caps can be clearly appreciated from inside the silo.

Photographs Before Restoration Works – Ghost Base

When I visited this site for the first time in 2009, it was open only by appointment. Unfortunately, I had only a compact camera at the time, and the very low light inside plus a rainy day outside, meant I could take only a few acceptable pictures.

However, they provide an idea of the state of the ‘Dvina’ complex before it was decided to reconfigure it as a museum.

As you can see, the armored silo caps were in a worse shape than today, yet not heavily damaged. The barbed wire fence around the four silos was probably original Soviet.

Inside, the control rooms were basically empty, except for some communist emblems and flags. Green wall paint and Cyrillic writings could be found even at the time, so what you see today is likely original. The generator, whilst in bad shape, was there.

The silo could be accessed only via the original hatch, and except for the partial darkness, its appearance is similar today.

It is out of doubt that the ‘Soviet ghost aura’ of the base was somewhat lost in the restoration process, yet credit must be given to the effort of the local government in preserving a rare and relevant trace of military history through an expensive restoration process.

Getting there and moving around

The Cold War Museum (Šaltojo karo muziejus in the local idiom) is located in the Zemaitija National Park, northwestern Lithuania, east of lake Plateliai. Access is via the road 2302. The place is totally accessible and well advertised locally. Visiting the outside of the armored caps and inside is possible only with a guided tour, offered in many languages including English, and lasting about 50 minutes. No fee is required for climbing on top of the observation deck. Full information through the official website here.

WWI Battlefields – Somme, Arras and Ypres

Historians defined World War I as the first ‘worldwide conflict’. There is probably no better place to appreciate the multi-ethnic provenance of the two opposing formations than in the region between Amiens, France and Ypres, Belgium.

Along this sector of the front, which did not move much between 1914 and 1918, Germany alone fought against the allied forces of France and their mainly African colonies, Belgium and the British Empire, which included Britain, Canada, Newfoundland, India, Bermuda, Rhodesia, New Zealand and Australia. Even the Army of South Africa found its way to the battlefield of the Somme in 1916, and the United States contributed to the last battle of Ypres and to the final rush against the German positions in 1918.

The contributions of all these Nations are remarkably represented by memorials and war cemeteries, which since then point the map of this area remembering the history of those fateful years and the fierce battles which took place – most notably the Battle of the Somme, the three Battles of the Artois with the Battle of the Vimy Ridge, and the five Battles of Ypres.

The fury of the Somme offensive, which took place between July and November 1916 and procured 1.1 million casualties – including more than 300’000 killed – on both sides, meant the region is particularly dense in memorials, which in some instances include little sections of the once extensive labyrinth of trenches. Due to the quality of the soil, these trenches have largely disappeared here, differently from the case of the region of the St. Mihiel salient, south of Verdun (see this post). Besides the overwhelmingly high cost in lives of the few miles of terrain gained by the Entente, this battle is famous also for the first ever use of tanks.

The battles of the Artois for the control of the area north of Arras were fought between 1915 and 1917, and here was recorded one of the top average deaths-per-day rates of the war, in the order of 4’000 on the side of the Entente.

The town of Ypres found itself on the line of the front from the first offensive of the Germans, when they tried – and failed – to reach for the coast of the North Sea in 1914. The region south of there saw continuous action until the final ‘100 days’ campaign of 1918, which actually broke the German lines and convinced the Kaiser to withdraw his troops, putting and end to the war. Ypres is mostly famous for the first ever use of lethal gas to drive enemy soldiers out of the trenches. More than 400’000 soldiers were killed on that sector of the line of the front, during at least five massive operations scattered over four years of war.

This chapter presents some notable war sites in this extensive region, which is easily accessible between Paris and Brussels, and today well prepared for tourism and very nice to visit – a pleasant countryside with many small and picturesque villages. Photographs were taken in 2016, during the first centennial of the Offensive of the Somme.

Map

Instead of looking how to reach for each site listed below in its dedicated section, you can find here a comprehensive map where you can see their respective locations at a glance. None of these sites is difficult to reach, provided you have a car – the most time-effective way to move around in that region. You can find a parking nearby each point of interest.

Navigate this post – click on links to scroll

Sights in the Somme

The battlefield of the Somme Offensive stretches roughly over a triangle between Amiens, Bapaume and Peronne. The offensive took place between July and November 1916, and was conceived to decrease the pressure of the Germans in the area of Verdun further southeast, where the French were facing the mighty blows of the German war machine. This offensive was operated by the British and French on two split parts of the sector.

This battle is among the most famous in WWI due to several reasons. One is the atrocious death toll on both sides in face of the very little motion of the front line, which was pushed some miles towards the east. It was also the first battle where the Kitchener’s Army saw serious combat – this name is attributed to the corps of the British Army formed as a result of the recruiting effort of the ministry of war of the time, Lord Kitchener, soon after the first phases of WWI. These mainly very young, non-professional soldiers participated in the thousands in this bloody offensive.

After the offensive, the front line remained stable roughly until 1918, with hostilities lasting in the area until the end of the war.

There are many commemorative monuments, cemeteries and museums on the area of the battlefield. A nice institutional website made for tourists and listing many sights is here. Further information on the British website here. I suggest devoting at least a full day moving around the area with a car without the need to rush. Most sites are open 24 hours, while museums and documentation sites clearly have opening times. The following are just some major sites which are surely worth visiting in this region.

Museum ‘Somme 1916’, Albert

This is the ideal starting point for the exploration of the battlefield of the Somme. The small town of Albert is just where the line of the front ran at the beginning of the battle of 1916. This proximity meant the village was on the line of fire of the artillery of both Germany and the Entente. As a result the village was largely destroyed during the war. The museum has been built in a tunnel under the local church, rebuilt in the 1920s. The tunnel was dug as an air shelter in the 1930s, in preparation for another war soon to strike in the region…

The exhibition has three highlights. The first is a vivid reconstruction of several portions of the trenches on the sides of the two opponents. Some special features including optical equipment and weapons of the respective formations are displayed. Shelters, medical rooms and firing positions are all part of the tour. Germany and the British Empire are especially represented, for together with the French on a lesser scale, they were the most involved in this bloody battle.

A map of the battle and some ‘war bulletins’ telling the number of shells shot and the number of casualties help understanding the huge cost of every inch of terrain gained by the Entente during the four months of the offensive.

Secondarily, many items left behind from the days of operations have been collected and are showcased. These include many weapons and shells, plus material dug out from the ground, like helmets, knives, pots, buckles, tags and even still branded canned food!

A collection of different fuses illustrates the many possible functions of the shells.

The third interesting feature of this place is of course a very realistic reinstatement – with lights and sounds – of the ‘environment’ of a trench during war operations. This is impossible to capture in pictures, but it is designed very well and makes for a very evocative introduction to a visit of the area.

The museum has its own website here.

Lochnagar Mine Crater, Boisselle

The first and most spectacular phase of the Somme Offensive was probably its very beginning. During the months preceding the attack – starting early in the morning of July 1st, 1916 – the British prepared a series of underground tunnels, coming close to the German positions, and stored a number of colossal mines there. The attack began at 7.00 am, with a shelling over the German positions so intense that it was heard in London. About 30 minutes in this firestorm, 19 mines placed beneath the German lines were detonated within a couple of minutes.

The first of these mines was responsible for the Lochnagar crater, about 450 ft across and 220 ft deep, and obtained firing some 27 tonnes of explosive! At the time it was the most intense and loudest ordnance ever fired. Today you can still appreciate the size of the crater as you walk all around it.

Pozières

A group of interesting memorials is located around the village of Pozières, which was geographically in the center of intense action. A small memorial of New Zealand can be found nearby the former place of observation bunker called ‘Gibraltar’. Only part of the foundations of this observation post can be seen today.

Another sight is the local Australian memorial, and the unusual memorial of the British Tank Corps, with miniature models of the tanks used in the battle.

Only about 30 tanks could take part to the offensive. Used in action nearby here for the first time in history, while possibly not decisive in this particular battle, tanks undeniably confirmed their potential in breaking through the enemy lines, without fearing the barbed wire obstacles and machine gun fire. Tanks were soon to be developed further, and participated in the last offensives of the war in the hundreds.

London Cemetery and Extension, Longueval

This cemetery is mainly dedicated to the British soldiers of the ‘London’ Division, mainly responsible for the conquer of the High Wood, a fiercely contended group of trees placed on top of a low hill, taken and lost several times in the battle of 1916. It is one of the largest among the many war cemeteries in the region.

It is composed of a smaller part built soon after the Somme Offensive, and of an extension added around the original nucleus, for more graves which came later during the war. Looking at the graves it is possible to notice that many of the soldiers buried there are unidentified – ‘A Soldier Known Unto God’ is the inscription you find often times.

The cemetery was enlarged again years later after WWII, as more British soldiers were lost in the war against Hitler’s Germany in the area.

Delville Wood South African National Memorial, Longueval

This memorial has been erected in the 1920s on a land assigned in perpetuity to South Africa by the French government of the time. The memorial is the main WWI monument to the Army of South Africa in Europe, commemorating their service and the death of more than 10’000 throughout the war.

A British cemetery can be found cross the road, facing the South African monument, where a further memorial to the troops of New Zealand can be reached nearby following the local indications.

Thiepval Memorial, Thiepval

The grandest memorial in the battlefield of the Somme, Thiepval was completed in the early 1930s and inaugurated by the Prince of Wales and the president of France to commemorate the soldiers of the British Empire who died in the area and whose burial site is unknown. More than 72’000 names are graven on the sides of the memorial.

The memorial serves as a joint French-British monument, and a number of soldiers of both nationalities are buried nearby.

Close to the memorial there is an interesting documentation site, with a very vivid and modern pictorial reconstruction of the trenches.

The location on top of a hill on the very battlefield of the Somme Offensive makes this place really evocative, notwithstanding the many tourists.

Auchonvillers

Not far from Thiepval it is possible to find the village of Auchonvillers, where on private land – actually in the garden of a local teahouse – there is a small part of a preserved covered trench.

In the vicinity of the village it is easy to spot the Ulster Tower. This was built in the 1920s to commemorate the contribution of the ‘Ulster’ Division of Northern Ireland, and is an almost exact copy of a tower in Bangor, Ulster.

Not far between Thiepval and Beaumont-Hamel, one of the countless smaller monuments is a Celtic Cross bearing the inscription ‘Cruachan’, the war cry of the Campbell clan. It commemorates a number of Scottish Divisions fighting in the battle.

The Newfoundland Memorial Park, Beaumont-Hamel

This is one of the largest preserved trenches of the Somme area, and one of the only two Canadian historic landmarks out of mainland Canada. The park has original trenches on display, some of them preserved, some today barely visible. The site commemorates the action of the Newfoundland Regiment, which had one of the highest casualties tolls of the war, being reduced to less than 20% in the first day of combat during the Battle of the Somme – almost 700 casualties.

A 1:1 size statue of a caribou, the mascot of that territory which at the time was not part of Canada, is prominently standing on top of a hill in the park. Scattered around are other monuments, two small cemeteries and the ‘Danger Tree’, a copy of a dead tree originally standing there and helping the German artillery adjusting the sight and better directing their fire, thus causing more casualties in the nearby spot.

Red Baron’s Crash Site, Vaux sur Somme

The site of the crash of Manfred von Richtofen, aka ‘The Red Baron’, is in a field nearby Vaux sur Somme.

There is only a small placard on the road, remembering the fatal crash due to Australian machine gunfire. This happened in April 1918 though, much after the end of the Somme Offensive in summer-fall 1916.

Australian National Memorial, Villers-Bretonneux

This is the main commemoration site of the Australian troops in WWI in Europe. It was erected here due to the proximity with the sector of the front assigned to Australia during and after the offensive of 1916. A successful battle was fought there in 1918, in the final months of the war.

It was the last major commemorative monument to be completed in the area, being unveiled in the late 1930s at the presence of King George VI. Also men from the air force are commemorated and buried there. The names of thousands of soldiers without a grave are listed on the sides of the monument.

While the architecture was somewhat contested at the time, the location is gorgeous, overlooking the southern area of the battlefield of the Somme. The monument was hit during WWII, and traces of the bullets can be seen on the side slabs of the monument.

Australian Corps Memorial, Le Hamel

This monument commemorates the effort of the forces of the Entente in the battle taking place here in summer 1918, when the war was still fiercely raging in the area notwithstanding the approaching end. The monument has been erected close to a small section of trenches, of which traces can be seen nearby. Flags of some of the participants to the struggle on the side of the Entente are present.

When I visited there were some poppies in a field nearby the monument. Poppy flowers, rather common in the region, were the only flowers on the devastated no man’s land between the adversary trenches. These flowers came to represent the sacrifice especially of the British soldiers, and the poppy was adopted as an official symbol of war veterans in the 1920s.

Sights in the Artois

The French city Arras in the heart of the region of the Artois found itself on the front line as it got stabilized already in 1914. Three bloody offensives which caused the French huge losses were launched in the region in 1915. The front moved a few miles forth and back, without any decisive breakthrough on either side. In April 1917 a major battle was fought in the area, which led to the conquer of the Vimy Ridge. At that time, the British had taken over responsibility for that sector of the front. The area is especially famous for the underground tunnels, dug by both opponents to place mines and for sheltering and storage purposes, thanks to the soft chalky soil typical of the region.

Wellington Quarry, Arras

These tunnels were carved in central Arras mainly by men of the New Zealand Tunneling Company, who included enlisted natives from the Pacific islands. Works were started from an existing quarry. Some areas are really spacious, while parts of the extensive tunnel network are narrow and made only for trolleys. Original inscriptions can be seen on the walls, as well as everyday items collected by archaeologists.

The quarry is managed by a local society and can be visited on guided tours. Full information here.

Memorial and Commemorative Park, Vimy

This large area, now belonging to Canada, surrounds the Vimy Ridge, where the homonym battle was fought in 1917, leading to the conquer of this piece of territory by the Entente. Actually, the uncontested protagonists of this offensive were the Canadian Divisions. Many soldiers coming from different territories of Canada overwhelmed the German defenses in a well prepared and coordinated attack. Together with the Newfoundland memorial in the Somme (see above), these are the only two Canadian national landmarks outside of mainland Canada. There is a visitor center with Canadian Rangers, offering information and guided tours.

A first part of the site is composed of a preserved group of trenches, which are partly open-air and partly underground. The extensive network of tunnels in the area was prepared in advance, and provided a protected area for billeting troops as well as for storing materials, goods and medical facilities. Visiting the underground part is possible only on guided tours.

Surface trenches are have been refurbished, but the majority of the grounds are preserved in the sense that nobody is allowed to walk on them, also for the very high danger bound to unexploded ordnance – warning signs can be found almost everywhere. You can still see strange grooves in the ground, either grenade craters or trenches.

The most visible part of the site is the Vimy Memorial, built right on top the Vimy Ridge and inaugurated in the mid 1930s by King Edward VIII and the French president. It commemorates the service of the Canadian Divisions in Europe during WWI. Thousands of names of Canadian soldiers lost and whose burial is unknown are listed on the monument, which is a fine example of architecture from the time.

German War Cemetery, Saint-Laurent-Blangy, Arras

Despite the most visited are the war memorials and the annexed cemeteries of the Entente, all along the front are also a number of German war cemeteries. One is located close by a more apparent British cemetery northeast of Arras, along a road called Chemin de Bailleul.

The smaller number of cemeteries and an equal number of soldiers killed meant German war cemeteries are more crowded. In this small cemetery about 22’000 mostly unknown soldiers are buried. Some of the gravestones tell about the Jewish ethnicity of some of these German soldiers.

Sights around Ypres

Moving north from the Somme along the line of the front, passing Arras and crossing the border with Belgium, the very nice and relaxing countryside would not easily recall the deadly battles fought in the area during the full scope of WWI. The city of Ypres was involved in five great offensives between 1914 and 1918 – sometimes associated also to other ‘official names’ by historians – and similarly the salient to the east and south of the town, stretching over the Flanders region to the border with France, was fiercely contended for the duration of the war.

‘In Flanders Fields’ Museum, Ypres

An excellent starting point for the exploration of the WWI sites around Ypres is this modern museum, located in the central square of the beautiful medieval town of Ypres. Actually, the exhibition can be found in a medieval building once hosting a kind of stock exchange, among the oldest in the world.

The museum starts from setting the scene and telling about WWI. Further on, the focus is on the German offensive in Belgium in 1914, and the actions around the town of Ypres, where French, Belgian, British and later American forces were active against the Army of the Kaiser.

The museum is very modern, you are given a special bracelet giving access to multimedia explanations along the self guided tour. Visiting may take more than 1 hour if this is the first site of the kind you are visiting, may be less if you go with some preparation concerning WWI facts in the area. Full information here.

Menin Gate Memorial, Ypres

The Menin Gate was originally one of the gates of the town of Ypres, fortified by Vauban in the 17th century, along the road going to the village of Menen. Incidentally, this was the gate through which many of the soldiers billeted in Ypres and going to the trenches nearby were to walk through. The location was chosen to be transformed into a memorial for the troops of the British Empire. This was unveiled in the 1920s, and more than 54’000 names of soldiers of the British Empire lost in the battles around the Ypres salient without a grave are listed.

A short commemoration ceremony – the ‘Last Post’ ceremony – is celebrated every evening at 8 pm by the gate.

British War Cemeteries, Ypres

Similar to the battlefield of the Somme, many war cemeteries can be found in the region around Ypres. At least one of them can be found in the medieval town, with a scenic view of the moat running around the ancient fort. As typical, some graves belong to unidentified soldiers.

Memorial Museum ‘Passchendaele 1917’, Zonnebeke

The battle of Passchendaele was an offensive carried out by the forces of the British Empire with the support of the French between July and November 1917. Often identified as the Third Battle of Ypres, it turned out to be one of the bloodiest battles on this front, where a gain of around five miles in favor of the Entente was paid with about 520’000 casualties, equally shared between the two opponents.

In the town of Zonnebeke it is possible to find a very well designed museum and memorial of this battle. Besides showing the facts of the battle and the devastating effects in the area, the museum has on display a huge collection of original war equipment, including an incredible collection of different types of shells.

Another uncommon sight is typical WWI gear – gas masks. As a matter of fact, Ypres is associated to the first ever use of poisonous gas in military history. This is not accurate, since poisonous gases had been used in more instances since ages, and actually had been banned by international agreements in the early 20th century. Furthermore, the first irritant gases was used with limited effects by both the French and Germans earlier in 1914. Yet it was during the Second Battle of Ypres in April-May 1915 that the Germans attacked with a specifically designed and mass-scale produced chlorine gas, turning what had been an expedient into a new substantial part of their arsenal. Chlorine gas, with a distinctive brownish appearance, is very effective against the lungs and other mucosa membranes, and being heavier than air it forced men to leave the trenches where it had been poured.

Soon after the introduction of lethal gas by the Germans, the Entente started producing similar weapons. More and more gases were experimented with, but also the corresponding countermeasures. Gas masks became part of the regular equipment of soldiers since the first attacks. These were very effective too, but filters were made to measure with respect to specific gases, so they had to evolve as new gases were used. Furthermore, gas masks were heavy, they limited sight and motion, and made breathing much more difficult. Plus they did not offer protection against skin burning gases. So, while casualties due to gas attacks turned out to be high but not outrageous at least in face of what had been expected by their designers, the use of gas contributed in changing the face of the war, and made things harder especially for the morale of the troops, which started feeling much more vulnerable even when crouched in their trenches.

In the museum you can see a collection of original models of gas masks, and you are provided a description of the appearance, effects and even a reproduction of the smell of the most widespread gases used during WWI. There are also reconstructed dugouts and underground shelters where you can move in, to experience their small size.

The open-air part offers a reconstruction of a section of the original system of trenches, including some typical features like wooden or metal reinforcements. Many interesting technical details are provided during the visit.

There is also an American prefabricated house from the time, representing many similar items which were provided by the US following the end of WWI to help civilians after the devastation brought by the war in the area.

This very nice and modern museum is very easily accessible, full information here.

Tyne Cot War Cemetery, Zonnebeke

This is one of the largest war cemeteries of the British Empire in the world, totaling more 11’900 graves from WWI. The majority of these men were lost during the Third Battle of Ypres in 1917. Before completion of its monumental part, the site was visited by King George V back in the early 1920s.

The walls of the cemetery include two blockhouses, originally parts of the German rear lines and conquered during the actions of 1917. The place is associated also to a small and modern visitor center. Website here.

German Trenches ‘Bayernwald’, Heuvelland

This open-air park is centered on a section of refurbished and preserved trenches of the German Army, originally occupied by the divisions of Bayern. Not far from this site it is possible to see the craters of two German mines.

The site is really interesting to visit. Entrance is at a small fee, but tickets are on sale by the local Tourist Office in the small village of Kemmel, about four miles from the actual site.

Along the road connecting the two, it is possible to spot a memorial for the troops of two American Divisions who fought in this area.

Christmas Truce Memorial, Comines-Warneton

This site is just one of the points where this unique event took place on Christmas Eve and Christmas Day 1914. In the days before Christmas, the Germans had started putting candles on the rims of the trenches and singing carols, which were heard by the British, who on their turn started singing similar carols in their language. An unofficial de facto ceasefire became effective, during which soldiers from both sides started fraternizing, taking pictures of each other, exchanging trinkets and even playing football. Some corpses were removed from no man’s land by both opposing formations. There was no artillery fire in many sectors of the front, especially those around Ypres.

This happened only in 1914 though, when it was thought at least among the troops on both parts, that the war would not last long. Later in 1915 actions started getting bloodier and it was realized that the war would cost much more and would last much longer than expected, and even this little shred of humanity was lost in the firestorms.

What you see is just a preserved piece of opposed trenches, really close to each other in this sector, and a British war cemetery nearby.

Ploegsteert Memorial and ‘Plugstreet 14-18 Experience’, Ploegsteert

This nice commemorative monument of the British was built for the more than 11’000 soldiers lost in the nearby sector of the front between 1914 and 1918 whose burial site is unknown. A Last Post ceremony is held here once per week.

Besides the museum there is a small war cemetery and a modern documentation center, mainly centered on multimedia exhibits telling the facts of this sector of the front in WWI, and trying to describe the everyday experience of those fighting in the trenches. Full website here.

Not far north, moving towards the border Ypres, it is possible to spot the Irish Peace Tower of Messines, built close to the homonym ridge where a battle was fought. This tower commemorates the sacrifice of those from the Irish Island in WWI. It was unveiled in 1998 at the presence of the Queen Elizabeth II, the President of Ireland and the King of Belgium. The design recalls that of a round tower, some of which can be found in Ireland. The stones for construction were transported from the ‘Green Island’.

Extra feature: WWI Commemoration Monument, Detmold, Germany

Touring the nice city of Detmold, not far west from Hannover, I could spot a commemorative monument to the local division of the German Army, dedicated to the soldiers killed in action during WWI. Many campaigns named after the homonym sites in northern France and Belgium are listed on the sides of the monument.

The Estonian Aviation Museum

A nice and lively university town in the heart of the Estonian countryside, Tartu has really something for every kind of tourist – including those interested in aviation history. The Estonian Aviation Museum, or ‘Eeesti Lennundusmuuseum’ as they write it in the tricky local idiom, boasts a substantial and heterogenous collection of aircraft preserved in exceptionally good condition, which will not leave indifferent even the most knowledgeable aviation expert.

Having being for long a socialist republic in the realm of the Soviet Union – and today sharing a border with Russia – Estonia had access to massive surplus reserves after the end of the Cold War, so it is no surprise that Soviet aircraft are well represented in an Estonian museum. This already might appeal to western tourists, for the exotic, menacing silhouettes of MiGs and Sukhois are not often to be found except in less accessible spots in the former Eastern Bloc. Yet some more unexpected and rare models have been added over the years, including some SAAB aircraft from Sweden which are authentic collectibles.

The following photographs cover almost every plane that was there in summer 2017.

Sights

Most part of the collection has been preserved in a cleverly designed structure, made of small open-walled hangars with translucent canopies. The aircraft are illuminated by natural light, helping much when taking pictures, but they are not exposed to direct sunlight, rain or snow, which tend to damage both metal and plexiglas on the long run. Furthermore, the lack of doors and frames allows you to move around freely, and the place is not suffocating nor excessively warm.

The aircraft are basically all from the Cold War era, but some of them have outlived the end of the USSR and were retired more recently. The portraits are grouped here roughly based on the nationality of the manufacturers or aircraft mission.

Designs from the US

The American production is represented in this museum firstly by a McDonnell Douglas F-4 Phantom II, operated by the West-German Luftwaffe. The General Electric J79 turbojets have been taken out of the airframe, so you can see them separately.

A pretty unusual sight, also the antenna and electronic group in the nose cone have been taken out and are on display. This Phantom is a F-4F, a version specifically developed for West Germany from the basic F-4E. The former inventory number was 99+91.

Another iconic model on the menu is a Lockheed F-104 Starfighter, formerly from the Italian Air Force. This exemplar is actually an Italian-built ‘S’ version, and among the latest to be retired by the Aeronautica Militare. The engine, again a J79, is on display elsewhere in the museum. An unusual crowd of instruction and warning stencils populate the external surface of the aircraft.

Soviet Military Models

The majority of the aircraft on display were designed in the Soviet Union or other countries of the Warsaw Pact.

Two aggressive aircraft include a MiG-21 and a MiG-23. The first, present here in the colors of the Polish Air Force, is a MiG-21bis Fishbed, the latest development of this fast delta-wing fighter/light-interceptor.

Possibly one of the most ubiquitous fighters of the jet age, the MiG-23 Flogger is part also of this collection. The aircraft you see in the pictures is a MLD variant, representing the last upgrade of this iconic fighter, which was also the basis for the very successful MiG-27 design.

It bears the markings of the Ukrainian Air Force, therefore it is likely an ex-USSR aircraft. The engine is sitting besides the aircraft, and two rocket canisters are placed beneath the fuselage, close to the ventral GSh-23 twin-barreled cannon.

A less usual sight is a MiG-25 Foxbat, a super fast interceptor/recce aircraft. Conceived in the late Fifties when the race for speed was in full swing, it was developed into a high performance platform to counteract the threat of the SR-71 Blackbird. It was built around two massive Tumansky R-15 afterburning turbojets, rated at a pretty high wet thrust of 110 kN, resulting in an incredible top speed around Mach 3.2! The aircraft is pretty sizable, and you can appreciate that looking at the picture of the main landing gear – search for the cover of my Canon wide lens close to the ground and compare sizes!

The menacing silhouette of this huge bird, with red stars on the vertical fins and a bare metal fuselage, will likely make relive in you an ‘Iron Curtain feeling’!

One which will not go unnoticed is a Polish Air Force Sukhoi Su-22M4 Fitter in a flamboyant, very colored livery. This massive fighter-bomber represents the export version of the Su-17M4 built by the USSR for domestic orders.

Despite the shape, roughly similar to that of the MiG-21 also on display, the size of this aircraft is much bigger – you might think of Su-22 as a case for a MiG-21…

Soviet bombers are represented by a pretty rare Sukhoi Su-24 Fencer, which is today still in service in Russia. The example on display bears the markings of the Ukrainian Air Force, meaning it was once a Soviet aircraft.

This massive twin-engined beast outsizes all other military aircraft on display. The aircraft is on display with three support tanks under the fuselage and the inner wing pylons.

A less common sight is a Yakovlev Ya-28P Firebar, a long-range intercept version of this multi-role platform from the early Sixties. This design is very interesting, with a four-points undercarriage and a very long nose cone, where a radar system for a target-tracking and missile guidance system was located. The two turbojet engines are mounted in cigar-shaped underwing pods. The relevant sweep of the wing suggests a significant speed capability, yet many variants of this aircraft were developed to exploit also its good range performance. The antenna originally placed in the nose cone is on display besides the aircraft, which bears original Soviet markings.

Soviet Transport Aircraft

Two aircraft which could not find their way in covered shelters mainly due to their bigger size, are a Tupolev Tu-134A-3 and a Yakovlev Ya-40. Both can be accessed, so you can get a view of the inside, including the cockpits.

The Tu-134 twin jet, with its distinctive glass bulge in the nose ahead of the cockpit, has been for long a ubiquitous aircraft in the USSR and in many countries of the Eastern Bloc. The exemplar on display was taken over by the Estonian company Elk Airways, created after Estonia left the USSR.

Notwithstanding this, the aircraft betrays its Soviet ancestry and ownership in every particular, from the all-Cyrillic writings to the hammers and sickles here and there, from the design of interiors to the exotic cockpit, painted in a typical lurid Soviet green and with prominent unframed black rubber fans for ventilation.

The Yak-40 is an interesting three-jet executive/small transport aircraft. The one on display went on flying for at least some good 15 years after the collapse of the wall in Berlin.

The internal configuration features an executive room ahead of a more usual passenger section and tail galley. The style of the cabin and of the pure analog cockpit is really outdated for todays standards!

A rugged workhorse still flying today in many countries is the Antonov An-2, a single propeller, radial-engined, biplane tail-dragger transport. There are two of them in the collection. One is under a shelter and can be boarded. The interiors are very basic, but the visibility from the cockpit is very good especially for a tail-dragger with an engine on the nose.

Swedish Aircraft

An unusual chapter in air museums except in Sweden is that of SAAB aircraft, which are represented in this collection by two iconic models, a Draken and a Viggen, and an extremely rare, very elegant Lansen. All are in the colors of the Royal Swedish Air Force.

The Saab 35 Draken features a very distinctive double-delta wing, and was developed in the Fifties for reaching a high supersonic speed. The design turned out to be pretty successful, and was operationally adopted primarily as a fighter by Sweden and other European countries as well.

The one in the collection is painted in a bright yellow livery. The infra-red pod under the nose cone of this aggressive attack aircraft looks like the lidless eye of an alien!

The Viggen is a an attack aircraft from the late Sixties, developed for the domestic military needs into some sub-variants. With the JA 37 version displayed here, the Viggen went on to constitute the backbone of the intercept fleet of neutral Sweden, and was retired only in the early 2000s. The aerodynamic configuration features a prominent canard wing, and the Viggen was notably the first in such configuration produced in significant numbers.

The most unusual of all three SAAB designs on display is surely the SAAB 32 Lansen. A very neat design from the Fifties, loosely recalling the Lockheed P-80 and the Hawker Hunter, the Lansen was a jet fighter of the early Cold War developed specifically for Sweden and gaining a good success. The ‘E’ version on display was converted from the original fighter variant (‘B’) for the ECM role, and kept flying almost until the end of the 20th century. The green painting of the Royal Swedish Air Force is really stylish, definitely adding to an already elegant design.

Soviet Surface-to-Air Missiles (SAM)

Curiously enough, an extensive collection of SAMs is part of this rich collection. All major missiles from SA-2 to SA-6 are represented, some of them in multiple exemplars. The size of these missiles, especially the oldest, is really striking. They are stored outside, besides some cases for missile transportation, deployable radar antennas, and what appears to be a flak cannon from Hitler’s Germany – a bit of an outsider…

Jet Engines

Many of the engines of the aircraft on display have been taken out of the corresponding airframes and put on display besides the plane where they used to belong, or in a dedicated part of the museum together with others. The J79 belonging to the Italian-built F-104 can be recognized from the Italian plaques on many components.

Many soviet engines bear markings in Cyrillic, and one of them, a larger turbofan which does not fit in any bird on display, has been cut to show all components.

More…

More aircraft in the collection include some Mil and Kamov utility helicopters, a BAe Hawk of the Finnish Air Force and other trainers mainly from countries of the Warsaw Pact, some of them now on the civilian register.

A further notable aircraft is a Dassault Mirage IIIRS from the Swiss Air Force – with multi-language French and German stencils all over.

There are also some anti-aircraft guns, armored vehicles, tanks, and other curios items to whet your appetite!

Getting There and Moving Around

The museum can be reached 10 miles south of central Tartu on road 141, about 15 minutes by car from there. There is a free parking area nearby the entrance. As remarked, the collection is well-kept and somewhat publicized locally. There is a website with all information in English. The time required for visiting may vary from 45 minutes for a quick tour to 2.5 hours for photographers and those with a specific interest in the matter.

Soviet Leftovers in Latvia

Similar to the neighbor republics of Estonia and Lithuania, Latvia was occupied by the Soviets a first time in 1939 and again in 1944, when after some years of occupation by Hitler’s forces the Red Army started to successfully repel the German Wehrmacht from within Russia back towards Poland and central Europe. Differently from other European Countries later to become satellites of Moscow’s central communist power, the three ‘Baltic States’ were directly annexed to the Soviet Union.

History – in brief

As a matter of fact, the process of annexation was not a very peaceful one. Having had already a short but intense experience of the Stalinist dictatorship as a consequence of the Ribbentrop-Molotov pact before the German invasion in 1941, as soon as it became clear that Stalin’s forces would regain power hundreds of thousands from the Baltics left the Country for abroad, while the communist regime rapidly started to put in practice its deadly ideas, with the collectivization of all private activities, abolition of free elections and non-communist associations, and the imprisonment and deportation of all who disagreed with this plan.

The reason for the different fate of these Countries – annexed – with respect to those of central Europe – which became satellites of the USSR – may be understood on one side looking further back in history – the territories of the three republics had been for long under the direct influence of the Russian Empire. On the other hand, as testified by the relevant military presence in these areas since immediately after the beginning of the Cold War, the government of the USSR considered the Baltic region of high strategic value. Taking control of the coast of the Baltic States, and also thanks to the annexation of the region of Hanko in Finland, the USSR could protect the access to the Gulf of Finland and Leningrad, profit from military and commercial ports which do not freeze in winter and deploy strategic military resources – especially aircraft and missiles – within range of most European capitals.

Bases for all branches of the military flourished in all three new Soviet Socialist Republics. Soon after the fall of the Wall in Berlin, Estonia, Latvia and Lithuania were the first of the USSR states to declare independence from the Union in 1990 – almost two years before the actual collapse of the USSR – following massive protests which unveiled the high level of intolerance for the Soviet rule. As a result of the withdrawal of Soviet/Russian forces, these three small republics found themselves in control of many military installations, totally disproportioned to the new size and needs of the new states, and making for a not-so-welcomed memento of many decades of hardship – as a matter of fact, some measures to limit the spread of Russian influence in culture and politics have been implemented in all three states, which also joined NATO and the European Union as soon as possible.

Sights

The attitude assumed towards the huge military assets left from the Cold War has been slightly different in the three republics. All three are basically getting rid of them, Estonia being the quickest – not much remains there of the many missile bases, and the once prominent strategic air base in Raadi has been totally closed down and partially converted into a museum on national history. Until some years ago many missile sites remained in quite a good shape in Latvia, but most of them have been actively demolished in recent years, including the most iconic Dvina silo sites – as of 2017 the job was completed and no Dvina complex remains in Latvia. Yet visible remains of surface bases and many ghost towns and bunkers are reportedly still there, and while some can be visited ‘officially’ as museums, many are left to urban explorers and archaeologists, while some hardware like warehouses and service buildings has been reused by local companies for storing logs, gravel and other raw materials. Lithuania bolsters possibly the last surviving Dvina missile complex in Europe, which has been turned recently into a museum on the Cold War, totaling 20’000 visitors per year. The demolition process is perhaps slower there.

Prisons constitute non-military but possibly more disturbing leftovers from the communist era. There are some in the Baltics – as basically everywhere in the former eastern bloc including Eastern Germany – all opened as museum, and in one instance also partially turned into a curious and evoking ‘jail hotel’.

This post presents some highlights and examples of remains from the Cold War era from both military and non-military sites in Latvia. Photographs were taken in 2017, during a visit to this lively and nice country in Northern Europe.

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Zeltini Nuclear Missile Base

This missile base is one of the best conserved in the three republics. The storage and launch complex was originally built for the R12 liquid fueled, 2.3 Megaton single-warhead nuclear missile, known in the West as SS-4 Sandal. This missile system – the same deployed to Cuba in 1962 – was pretty modern for the end of the Fifties, yet it lacked the extra range required to reach strategic targets in Europe from deep within Russia. This made the Baltic region very interesting for the military, and a place of election for installing missile complexes in that age.

The base of Zeltini is one of three missile launch sites around the town of Aluksne, in northeastern Latvia. This base was updated and kept in an active state until the end of the Soviet Union and the withdrawal of the Red Army towards Russia, who obviously carried away all the weapons and technical rigs. Soon after, the locals started to take away anything of any value, including extensive piping, cables, any metal and so on, leaving basically the empty buildings and bunkers. More recently, as typical also to other such places in Latvia, private businesses were allowed on the premises of the former installation. A timber storage and processing facility today occupies the area where the nuclear warheads used to be stored, separate from the missiles.

The complex in Zeltini could accommodate four missiles in two couples of neighbor storage bunkers, built about .3 miles apart, and launch them from two twin surface launch pads. At least two launch pads can be seen today. They are large flat area with a pavement made of concrete slabs, recognizable by a steel crown on the ground with an approximate diameter of 5-6 feet. This was used to anchor the low gantry holding the 72 ft long missile in vertical position when being readied for launch.

One of the pads is in the center of the best preserved part of the site – the southeastern one -, but the position of the missile gantry is today occupied by a pretty big head of Lenin, reportedly moved here from Aluksne after the end of communism, sparing it from being blown up.

The grounds around this launch pad are rich with interesting bunkers, which once hosted support machinery and control gears, including anything necessary for missile servicing, launch preparation and control.

There are bunkers of basically two types – smaller ones with a single entrance on one side of a cusp-roofed tunnel and a lower height, and bigger ones, much roomier, longer, and with doors on both sides of the barrel-vaulted tunnel.

A ubiquitous feature of these missile complexes are concrete T-shaped frames planted in the ground. These were used to carry miles of pipings at the time when the base was active.

Aligned with the main axis of the launch area it is possible to spot the corresponding missile bunker ‘N.3’, which is unfortunately locked. The construction and size are like those of the bigger support bunkers, the only visible difference being the slightly wider doors on the front façade, and the absence of a back door on the other end of the bunker.

Many traces of plaques with mottos and citations in Russian from Lenin & Co. can be found on the exterior of the bunkers, whereas tons of ‘Warning!’ signs and other technical information are painted in the inside.

A second launch pad can be seen in the in the northwestern part of the military grounds – with no Lenin’s head. Here traces of stripes on the ground for easing maneuvers or indicating the place to park ancillary rigs – like generators, gas tanks,… – can still be seen. Also here the corresponding ‘N.2’ missile bunker is locked.

In a land strip where nature is growing wild between the two main launch areas, it is possible to spot a little bunker with a kind of concrete sentry-box. This was presumably a storage bunker for light weapons, a small reinforced shelter for watchmen, or something similar. Wooden shelves can still be found inside.

Another interesting sight is what appears to be a ‘living bunker’. This is half interred, with small doors on both ends and a sequence of rooms aligned on a long corridor. The center room is the biggest, and may be a canteen or something alike. There are traces of a decorated white and blue linoleum pavement, but there are also very unique frescoes on the walls. These include an artist impression of the SS-4 Sandal missile and also of the typical mushroom-cloud produced by a nuclear explosion!

A conspicuous part of the Zeltini base is the command area with living quarters for the troops. This is the part you see first when entering the base. The buildings here are totally abandoned and possibly dangerous to access.

There is not much left inside, but relevant remains of plaques with inscriptions and artistic drawings can be found on the walls outside. A highlight of the area is a former small park with a typical communist monument – a distinctive feature of all Soviet bases. The small park is a bit creepy, there are still benches around a former flowerbed, and a rain shelter, all now emerging from a field of nettles! The monument is basically a long wall with the silhouette of a stylized head. The inscription is fading, but the face painted on the red head can still be seen.

Getting there and moving around

The former missile base of Zeltini can be easily found driving on the P34, about 1.2 miles west of the town, exactly where P44 leaves from P34 to the north. There is also an official sign on the P34 pointing the way in. The area is preserved to some extent, and some of the former connection roads inside can be seen on Google Street View, yet the grounds are unfenced and there are no opening times. You can go in and move with your car, the only risk is that of getting a flat due to the road not being very clean.

Close to the head of Lenin there is also an explanatory panel with some quick notes and a basic map. A museum can be found in Zeltini, which was not opened when I visited, and they reportedly offer also guided tours of the place. This might be interesting especially for those less used to exploration activities, and possibly also to get access to the missile bunkers, which are usually closed. I couldn’t arrange a guided visit though, so I don’t know what they are offering on guided tours.

Some timber companies work in the former base, and you should not interfere with their operations, nor intrude in those parts of the base which are now used by them. Apart from this, this installation is rich of interesting sights and not much risky nor too big or difficult to explore, and it will make for a good 2 hours (minimum) exploration even visiting on your own, without accessing the locked or forbidden parts.

Note: Nearby Dvina Missile Site, Tirza – Completely Destroyed

There used to be other two ‘sister sites’ of the Zeltini complex in the area around Aluksne. One was in Strautini, a design very similar to the one in Zeltini. To my information this has ceased operations but is still today part of a military installation, so it cannot be approached. The second one was built in Tirza, and it was a Dvina site, i.e. a complex of four interred silos built for a suitably modified version of the R12 missile, called R12U. This kind of missile site started to be installed in 1964. Standing to the Google map of early 2017 the Tirza site should have been still in relative good shape. Unfortunately, in very recent times the local government hit very hard, having the site totally destroyed, flooded and buried under a monumental pile of land. The photographs below show what remains of this site – literally nothing.

Even though the silo may have represented an uncomfortable reminder of the relatively recent occupation by the Soviets, as the only remaining site of the kind in the country it should have deserved possibly a different treatment – similar to the site in Siauliai, Lithuania, recently turned into a museum on the Cold War. Another option – probably the most obvious – would have been to leave the site to nature, as it happened in most cases to former Soviet installations scattered around Europe, at no cost and without any relevant risk for the local population – the site in Tirza was extremely remote, hidden deep in the trees, far from the main road and from any village of appreciable size, in a part of the country of limited touristic interest. Only those interested, like explorers and historians, would have looked for it. The choice of the government, which judging from the proportions of the demolition work must have implied the use of a very relevant amount of money for the job, appears really hard to justify – especially in face of an infrastructure system still well below the European standard.

Anyway, as a practical suggestion, don’t waste your time trying to reach the Tirza site – Dvina missile complexes are not to be found in Latvia.

Skrunda Military Ghost Town

Located in the hilly countryside of southwest Latvia, about 50 miles from the port town of Liepaja, the area around the village of Skrunda has been for long a primary strategic site for the USSR. Due to the geographical position on the northwestern border of the Union, this place was selected for the construction of an early warning radar device – a system capable of detecting incoming enemy ballistic missiles, leaving enough time for deploying countermeasures and for retaliatory actions. The type built in Skrunda was called Dnestr-M, and was the first early warning system type deployed by the USSR. Actually, the Skrunda radar site, codenamed RO-2, was the first to become operative in 1971, marking the foundation of the entire Soviet ABM (anti-ballistic missile) system. This was just a component of a series of similar sites intended to cover the entire border, constituting a ‘invisible fence’ against missile attacks from the US and their Allies.

Early warning radar systems are not just small radar antennas like those you can see in airports. Instead they are very (very) big and powerful systems, digesting a huge flow of electric energy to stay alive, and where all the required hardware – including the antennas – is often stored in suitably designed, tall and imposing buildings. The RO-2 system was made of two Dnestr-M fixed antennas, each assembled in a special construction 650 ft long and 250 ft tall!

The staff required for running the facility and all connected businesses was numerous, so a military village was built anew in Skrunda deep in the years of the Cold War just a few miles north of the old town. The village was intended for troops, technicians and their families. The relevance of the Skrunda site is testified also by the selection of that area for the installation of another antenna of the type Daryal-UM, with a range of almost 4’000 miles, 1’000 more than the Dnestr-M system. The decision was taken in the late Eighties, and the Daryal-UM system in Skrunda was never operative.

Following the collapse of the USSR an agreement was made between the governments of Latvia and Russia to gradually phase out the early warning systems in Skrunda, which had to be kept under Russian administration for some more years. As a result, the village of Skrunda was inhabited until 1998 by Russian troops.

After the demolition of all early warning hardware formerly agreed upon and the withdrawal of the Russian army, the military town of Skrunda was left in a state of disrepair. The Latvian government tried to sell the property in more instances, while some of the worst conserved buildings have been demolished. More recently the local municipality took control of the area, and there are plans to find a new function for the remaining part of the ghost town. Also the Latvian army is active on it. In the meanwhile you can tour this ‘domesticated’ ghost town – which can be accessed officially paying a small fee at the entrance – you are even given a map of the site!

The fact that you pay for a visit takes away much of the ghost-town-aura typical to other similar places in the former Eastern Bloc – here you know you are not alone. Nonetheless, what makes this place impressive is the size of the buildings, now totally empty, and the imposing ensemble they form together.

Besides the residential buildings, the bulkiest and more numerous, there are a hotel, a school – which cannot be accessed due to the collapsing roof -, a market and many other services you may expect to find in a typical modern neighborhood.

Also impressive are the club with a big gym and the frescoes in it. An obelisk monument can be found in the square ahead of the gym.

On the tiles on the blind side of one of the residential buildings it is possible to spot a giant, now fading portrait of a Soviet soldier.

The residential and service complex with its distinctive tall buildings occupies the northern part of the ghost town of Skrunda, while the southern part is composed of lower buildings formerly for barracks and military services, including a canteen, a command building and a small military prison.

The face of the command building bears inscriptions in Cyrillic, which are now barely visible. From historical pictures it is possible to see that at some point the Red Banner was changed into the Russian flag you can spot today.

Most of the buildings in this area are in a really bad shape, and many are inaccessible due to piles of waste material packed inside. Among the most unusual sights here, stickers of ‘Western propaganda symbols’ – including an iconic Arnold Schwarzenegger in James Cameron’s ‘Terminator’! – inside the door of a small cabinet, likely from the Eighties.

At the time of my visit there were some Latvian troops busy moving light material between some of these buildings.

Getting there and moving around

Getting to the Soviet ghost town of Skrunda is easy with a car. You can reach the old town of Skrunda along the A9, connecting Liepaja and Riga. Once there, take the P116 going north to Kuldiga. The entrance to the site will be on your left about 3 miles north of the center of old Skrunda.

I have to admit I had prepared my visit as a ‘usual’ wild exploration, and I discovered the place is actually a tourist attraction only when I was there. My first approach was from the side of the village opposite to the P116, to reduce the chance to be spotted by locals. To my great surprise I was soon met by a young lady walking along the main street of the ghost town. I thought she was there for picking mushrooms or something in the wilderness, instead she came closer and politely told me there was a ticket to pay! Then I spotted other visitors around in the distance. I moved my car to the P116 and accessed the place as a normal visitor. An old lady at the former control booth of the military village asked for a few Euros – no credit cards, obviously – and gave me a ticket and a map.

The reason for my error was the lack of information available online, also due to the very limited penetration of English in that part of Europe, even on websites. For the same reason, unfortunately I can’t provide an official source site nor opening times.

Due to a very tight timetable, I could only dedicate about an hour to the visit of the ghost town – I also wasted some time moving my car from the back to the official gate of the base. The site may deserve 1.5-2.5 hours depending on your level of interest, especially if you want to take pictures.

As written above, Skrunda is in the center of a renovation program, and the place may not remain visible for long.

Karosta Military Prison & Liepaja Port Town

The port town of Liepaja is the third most populated center in Latvia. It bolsters an ancient tradition as a commercial port, built along trade routes very active since the early years of the Hanseatic League. More recently, in the second half of the 19th century the port was greatly developed also for military purposes under the power of the Tzars. This time saw the construction of conspicuous fortifications in the northern area of the town, and the development of an extensive military district named Karosta.

The military port was destined to play an important role in WWI, when the agonizing Russian Empire was fighting against the forces of the Kaiser, and again in WWII, when the Soviets, who had just annexed the Latvian territory in 1939-40, started fighting against Hitler in 1941. The German Wehrmacht actually occupied Liepaja until 1945.

Back in the hands of the Soviets, the port was developed step by step into a major base of the Soviet fleet, headquartering the Baltic branch tasked with tactical dominance of the Baltic Sea. Since the 1960s until the collapse of the USSR Liepaja was turned into a closed town for military personnel only, and all commercial activities were interdicted.

Nowadays the commercial port is again very active, and the town, even boasting a university, is trying to reestablish its original status as a center for commerce and tourism.

Most notably, the former military district of Karosta can be toured along a well designed historical trail, showing the old quarters of the military town from the years of the Tzars. A distinctive feature of Karosta is the breakwater pier, protruding into the Baltic for about 1 mile, which can be walked in its entirety. Another very suggestive sight is the dome of the Orthodox church, recently refurbished after having being closed for years in the Soviet era.

Another unusual sight in the Karosta district is the coastal fortification built by the Tzars in the late 19th century. The cannons are gone, but the mighty fortifications look still impressive.

The additions by the Soviets in terms of housing are clearly recognizable by the depressing style and poor building technique, making these buildings look worse than their older predecessors.

The military district of the Tzars included a military prison, today known as Karosta Prison (or ‘Karosta Cietums’, in Latvian). This prison has been turned into a museum only recently, and is now advertised as a local attraction.

This prison is unique in many senses. From a historical perspective, for instance, it was managed by six different military powers in its history – the Russian Empire, the newly constituted Latvian government soon after WWI, the Soviets between 1940 and 1941, the Nazis until 1945, then the Soviets again and finally the Latvian government of our days after the independence from the Soviet Union!

The place is rich of sad memories, especially from the years of Nazi occupation, when the prison was not intended to reeducate – whatever this might have meant in Soviet times -, but acted more as an antechamber for captured spies or subversive elements to be shot – something that reportedly happened in the courtyard in several occasions – or deported to Nazi lagers. Of course, the beginning of the Soviet period was a very harsh one too for Liepaja and all Latvia, thanks to Stalin’s unscrupulous deportation plans which hit hard in the region, but that was a business the small military prison of Karosta was not much involved in.

The brick building of the prison is composed of two floors. The museum offers guided visits to the small complex. The first sight is the office of the director on the ground floor, preserved from the Soviet era, and enriched with tons of collectible items. Really an impressive sight.

Another very unique room is packed with weapons, uniforms and other military gear from the years of WWII. This collection, albeit small, is extremely valuable especially for what remains of the Nazi period – somewhat paradoxically, in Germany similar collections are basically impossible to find.

I explicitly asked more than once about the originality of the pieces on show, and was punctually reassured. The prison and what is in it, with the exception of the arrangement of the ticket office and the rooms nearby, is 95% original, and what was not originally there when the prison was finally closed – like a portrait of Stalin and a wooden silhouette of Lenin’s face – is still original, relocated for exhibition purposes. No fakes.

Next, the guided tour will drive you to the cells on the top floor, which were intended for soldiers, where the ground floor was for officers. The only difference is in the color of the walls – black on the top floor, brownish on the lower floor.

Karosta is the only military prison you can visit in the Baltics… and probably the only one in the world where you can sleep, if you dare to! The standard treatment is not so rude as you may expect, and spending the night in provides also the advantage of a dedicated evening visit of the prison after the closing time, along with the other ‘inmates’.

The rooms where you sleep are the cells of the ground floor – originally intended for officers. There are two possible configurations, i.e. rooms with iron beds, or empty cells, where you assemble your ‘bed’ taking a wooden board and a mattress from piles in a deposit. Then you are given a pillow, sheets and a blanket. The sheets are marked in Cyrillic, and probably belong to the original supply of the Soviet prison.

The door of the cell is left open, so you are totally free to move around all night, and even go out in the courtyard if you need. Toilets are in common, placed in the original toilet room. They are clean, even though basic, and there are no showers. There is a guard – who is also the guide on the evening tour – on the top floor, and the external perimeter of the prison is locked, so you feel reasonably safe. You can also park your car inside the perimeter. That said, spending the night in the cell is surely unusual and provokes strange feelings and thoughts… but that’s what you were probably looking for when you decided to sleep in a prison!

The prison offers more intense experiences where you are ‘disturbed’ during the night and treated more harshly by the guards, but these are only for groups. These packages are advertised also for companies, for team-building purposes.

The small restaurant has been put in the original canteen for the guards, and they offer a full Soviet-themed menu for dinner and for breakfast. The ‘hotel’ manager speaks English, and she can help you out with the menu, written in Latvian only.

All in all, a unmissable pick for those interested in authentic Soviet experiences.

Getting there and moving around

The museum in the prison of Karosta is an official tourist attraction in Karosta, which is part of Liepaja. The website provides much practical information about the museum and the many special activities they promote, plus you can find the contacts for arranging a stay in case you want to. You may inquire with your intended arrival date. In my case the answer was quick and punctual, and I was asked about usual details. The only ‘stressful’ thing was the check-in limit – 5 pm – but this turned out to be more flexible than initially expected. I had the deadline extended to 6 pm by e-mailing the staff earlier on the day of arrival, and a group of six arrived well after 8 pm, by prior arrangement.

On check-in you are shown the two cell types mentioned above – this happens before payment, in case you realize this is not for you and decide to leave! The fare for my 1-night stay was very low, 15 Euros or so, plus coins for dinner and breakfast.

After check-in I was invited to have dinner before taking possession of the cell-room, and then go downtown and come back well after the closing time of the museum. I was given the number of the guard, who opened the gate letting me in with my car when I came back.

The hotel office acts also as a tourist information point for the military district of Karosta and for the town of Liepaja. They provide maps, schedules of cultural activities and general information for the whole area.

As pointed out, if you are interested in spending the night in the prison you will have the chance to park inside a locked external fence. The rooms will not be locked, nor the prison building, so you should not experience any discomfort in that sense. You should not expect the room service, and be ready to make your bed, but the staff will treat you kindly and professionally. I was so tired for the trip I fell asleep with no difficulty – average light, average temperature, low humidity, no noise, unidentified ‘background smell’, but not excessively annoying…

Klavi Nuclear Missile Base

Similar to the base of Zeltini (see above), the base of Klavi was a surface missile base. Differently from Zeltini, Klavi is totally abandoned.

What remains there makes for a quick interesting visit. The characteristics of the complex are very similar to those of Zeltini, perhaps a bit more regular, for in Klavi all four launch pads are placed side-by-side in a single array. The most notable feature of the installation is the many bunkers, which include missile bunkers and smaller support ones. Some of the bunkers bear visible traces of the original Cyrillic writing.

The launch pads with the metal crown on the ground can be found also here – but the crowns are gone, probably the metal was resold. The exploration is somewhat complicated by some ditches and flooded areas, obstructing the access to part of the grounds. Nature is growing wild in the area, but garbage and waste material can also be found in significant amounts.

Similar to Zeltini, besides the storage and launch area there are a series of support and living bunkers, plus a technical area which is today occupied by some form of business, including a soft-air training ground.

The base testifies the double attitude towards these former missile sites adopted in Latvia, which on one side are left in a state of disrepair, but are not totally abandoned, and are often being used in our days for various kinds of business.

Getting there and moving around

The place can be found with a nav using the following coordinates, 56.661370, 24.128137, pointing to the access road of the launch complex. All roads around the site and reaching to it are unpaved – but this is the standard in Latvia. The point can be reached with a car. Going further may be easier by foot, for the road is not maintained and turns pretty narrow.

The former technical part with the soft-air facility is located 0.3 miles from that point moving northeast, and can be clearly spotted on a satellite photograph. Approaching the launch part from the south you will not pass through it, and you will more likely go unnoticed – the launch area is abandoned with no prohibition signs, so this is just if you don’t like to attract any attention.

I would say this place should be of interest for more committed urban explorers, as you should go with at least a basic consciousness of the general plan of a missile base to understand where you are and for moving around, due to wild nature obstructing the view in many instances.

Note: there is a sister site, almost a clone of this base, located south of the village of Zalite, about 5 miles south of the Klavi complex. Apparently not in a bad shape, the area has been taken over by small private businesses and marked with clear signs of prohibition. Strangely enough, there are apparently some people living in the rotting buildings of the former technical area. I went to the Zalite site also, but I was greeted by angry watchdogs moving around freely as soon as I approached the former launch area, and I could not even step off my car. Soon after I was spotted by a small group of people, like a family with elders and children with a ragged, disturbing appearance, including a woman with only one leg and a prominent metal prosthesis – the whole scene looked like some low-budget horror movie. They were clearly not happy to see me. I had a very bad feeling and decided to leave immediately.

The Corner House – KGB Prison in Riga

As soon as they landed in the territory of Latvia in the early Forties, the Soviets started to implement their regime in all its features. These included forced collectivization of private businesses, de-facto abolition of all political parties and free elections, and prosecution of non-communist elements of the society. The state security office monitoring the life of all citizens and assuring their adherence to the communist ideology and way of life was the local section of the NKVD, later to evolve into the famous KGB. This was tasked with the collection of information, arrest, interrogation, sentencing, detention and often times also deportation and execution of anybody suspected of ‘counter-revolutionary acts’ or ‘anti-Soviet crimes’ – the meaning of which was very generic and often used to prosecute people on the basis of scant or absent evidence of any type, and basically for political opinions.

It is still not clear for what particular reason this secret political police found a suitable home base in a nice apartment building in central Riga, which until the time of the Soviet occupation had been a normal residential building. Behind the elegant façade, the Soviets moved in an impressive quantity of offices and archives, plus a complete prison, located on the ground floor and in the basement, with cells and rooms for interrogation, with separate branches for women and men. The prison ceased function during the Nazi occupation, when it was opened to the public for propaganda reasons. Not discouraged nor impressed, the Soviet secret police reopened it as soon as it regained control of the region in 1945. After the secession of Latvia from the USSR, the building, which over the decades had become a symbol of communist terror, was closed up and left there, nobody reclaiming that haunted property, associated with fear, sad memories and negative feelings of hardship and oppression. Only a few years ago an association aimed at preserving the memory of the deadly function of the building, and of those who were touched by the violent ideological repression carried out by the Soviets in Riga and Latvia, started to offer regular tours of the prison.

The place is preserved as it was when it was shut down, much of the original furniture, lighting and paint being still there.

The entrance is by the door on the corner, as it used to be in the past for the ‘general public’ – typically relatives of people mysteriously disappeared, going there to check whether they had been arrested by the KGB. What strikes most in these first rooms is the incredibly shabby, ragged, purely Soviet appearance of these public offices. A nice introductory exhibition with much info and data on the history of the place and of political repression in Latvia can be toured for free in this part of the building.

Here it is also where the guided tour of the prison will start. You will be driven through the corridor reserved to KGB employees and arrested people. From there you soon reach the prison – particularly disturbing even for Soviet standards, very dark and narrow.

Close to the entrance there is a control room for the whole prison, with original furniture from the KGB inventory – still tagged. A mix of terror and sadness, a really depressive ‘something wrong’ feeling can be clearly perceived there still today.

Interrogation rooms with a fake mirror glass and preliminary detention rooms as large as a phone box, with no windows nor ventilation, are among the first sights of the tour.

Along the walk the guide gives you a description of the life condition of inmates and an idea of the function of some special places in the prison.

Part of the tour is the caged courtyard intended for the few minutes of walk inmates were allowed per day.

During the visit you will see also the basement, where the kitchen for the inmates can still be found, together with service rooms and further cells.

Finally you will have a look at the inner courtyard, reportedly where many inmates had their last walk, soon before entering a dark room nearby where they were shot in the head, as mostly typical in the years of Stalin. The shabby room where this happened can be observed from the door, and is preserved with respect.

All in all, a true must see not only for the committed Cold War historian, but for everybody interested in the recent history of Latvia.

Getting there and moving around

The building of the KGB prison is located in Brīvības iela 61 in central Riga, and can be conveniently reached with a pleasant 10 minutes walk from the central historical district.

The Corner House is professionally managed as an international-level museum. It is possible to visit the informative exhibition for free, where for touring the prison you can either go there and reserve a visit, or buy an electronic ticket online in advance. Access to the prison is by guided tours only, but tours are offered in English, German as well as Latvian and other languages – website here.

The guided tour lasts just less than 1 hour, and I strongly recommend it as a very suggestive experience which will not leave you indifferent, also thanks to the lively approach of the very knowledgeable local guides.

A Walk in Murmansk – A Soviet Industrial Port of Our Time

Murmansk is a port town in the northwestern corner of todays Russian Federation. It bolsters the biggest population among the centers north of the Arctic Circle in the world. It was founded in 1916, just months before the Revolution, and developed rapidly thanks to its strategic position for the needs both of the Navy and of maritime commerce. Actually this is the only Russian port on the Barents Sea which is not blocked by ice in winter, and it is in a region rich of substantial natural deposits, including nickel and coal. Furthermore, the coast in the vicinity of this town and along the Kola peninsula features countless coves and bays, providing an ideal setting for stationing a military fleet.

Probably the highest point in the history of Murmansk, which also contributed greatly in forming its current shape, was in the Great Patriotic War, i.e. WWII as they call it in Russia and the USSR until the Nineties. Murmansk was a key port on the supply line between the Western Allies and the USSR. A railroad linking Murmansk and St. Petersburg – some 900 miles south – existed since before its foundation. For this reason, and for the abundant raw materials in the region, the area was a dramatic theater of war, the German Wehrmacht relentlessly hitting there from both Norway and Lapland, the northernmost region of Finland. As a matter of fact, the resistance of the Soviets around Murmansk meant that the town was never conquered by Hitler’s forces, which where stopped just some tens of miles away to the west.

The damage and destruction brought by the war, acknowledged by the Soviet government with medals and the title of “Hero of the Soviet Union” awarded to Murmansk, meant that today the city has a mostly ‘modern’ appearance – in the Soviet sense. From the viewpoint of architecture, Murmansk has been rebuilt with industrial and military activities in mind, as most cities all around the USSR and differently from the most famous Moscow and Leningrad (today St. Petersburg). During the Cold War Murmansk developed into a huge port town and industrial center, with a population reaching almost half a million at some point. At the same time, military ports and shipyards multiplied in the region. The Soviet Northern Fleet has been stationed there since its foundation in the Thirties, and during the Cold War it was tasked with patrolling the Atlantic up to the northern coast of the USSR. The Northern Fleet was supplied with many iconic firsts for the USSR, including nuclear submarines and strategic nuclear missiles.

A trip to this industrial city is probably not in the list of many tourists, and even less from abroad. But for those looking for a full immersion in the atmosphere of an authentic Soviet town of the Cold War days, conveniently located not far from the Russian western border and still populated and very active, Murmansk has really much in store. Furthermore, if you care about the history of WWII and the Cold War, then this is definitely a place to go. The closed town of Polyarny, from where Marko Ramius sets off in Tom Clancy’s memorable fiction ‘The Hunt for Red October’, is just miles away from Murmansk.  If you would like to see something in this region which still retains much of its ‘CCCP aura’, unless you are from Russia Murmansk is one of the few towns in an extensive region which has been opened to foreign visitors – Polyarny, as well as Severomorsk, where the headquarters of the Northern Fleet are, and other military centers nearby unfortunately are not accessible to foreigners even today.

This post shows a possible itinerary touching some Soviet- or war-themed highlights in town. At the end of the chapter you can find information about reaching Murmansk, which itself may turn an interesting part of the trip. Photographs were taken in August 2017.

Map

The Google map below shows the itinerary I followed during my visit. All sights pinpointed on the map are mentioned or portrayed in the post. I covered the whole itinerary with a long walk, resulting in a very requiring 24 miles which I walked in one day. Despite the great photo opportunities you can get walking around alone, this distance can be definitely too much for the majority of visitors, so you may choose to hire a taxi or move with public transport for at least a part of the itinerary. Or you may decide to explore the town in one and a half or two days instead of just one.

Sights

Ploschad Pyat’uglov

The central square of Murmansk – ‘Five Corners Square’ in English – is where the two oldest hotels are, the ‘Azimuth’ and the ‘Meridian’. If you are staying at the Meridian – a good level executive hotel  – you can enjoy a good view of the Azimuth, a typical modern Soviet building, a section of the port and the northern districts of Murmansk. Your view will reach to one of the most famous Soviet monuments in Russia – Alyosha, the gigantic statue of a Soviet soldier.

On the façade of the building to the left of the Meridian you can see a sculpture of some Soviet decorations attributed to Murmansk. Not far cross the road is a similarly themed obelisk.

To the southeast of the square, Tsentralnyy Park is a nice park frequented by Russian families with children. On the southeastern side of the park are a statue of Kirov – a friend of Stalin, who killed him at some point, as he often used to do with friends – and a couple of neoclassic Soviet public palaces with Soviet-themed decoration.

To the northwest of the Ploschad there is another smaller park with monuments and fountains, and the Regional Art Museum of Murmansk in one of the corners (website here). The latter is a nice little art museum, where works of many regional artists from the 19th century and well into the Soviet era can be found.

Among the elements helping to remember you are in the 21st century and not any more in the Soviet Union, there is a McDonald’s – possibly the northernmost in the world – and some banks around the square.

Prospekt Lenina

One of the two traffic arteries in Murmansk, describing a large arch crossing the central district. Moving south from Ploschad Pyat’uglov, you can walk down the full length of this boulevard. In the most central district, closer to the square, you will find many buildings with typical Soviet facades. Soon after leaving the square, on the eastern side there is a statue of Lenin, creating a nice scenery with the wings of the stately building behind it.

One of the most notable buildings along the boulevard apparently belongs to the heir of the KGB, and still retains a monument with the sword and shield close to the entrance. The façade is adorned with prominent hammer and sickle symbols.

On the eastern side of the boulevard another interesting sight is the Monument to the Border Guards of the Arctic. This is placed in a small, well-kept and quiet park. Close by, a theater can be recognized by the frieze on the front – this was undergoing renovation at the time of my visit, and nothing more could be seen.

Moving further south, the road turns markedly to the southeast, and correspondingly the quality of the buildings starts to decrease sharply, with some exceptions, including some bulky modern buildings. One of them is really imposing, fenced and guarded. It may be a tribunal or a military command of some sort, given the level of security. As the road starts to climb uphill, a monument connected to WWII is clearly noticeable, with and anti-tank cannon prominently standing on a pillar. From that place, it is possible to spot some Soviet decoration on lower profile residential buildings.

In this part the panorama changes rapidly, with wild vegetation and poor housing coexisting side by side. Some buildings look as they are just waiting to collapse, and you think they are abandoned until you see two well dressed clerks coming out of a decrepit door. Hammer and sickles can be found on the façade or to the side of every other building.

Somewhat unceremoniously, Prospekt Lenina comes to an end forming a sharp angle with Prospekt Kirova.

Prospekt Kirova and Ulitsa Shmidta

Turning northwest on Prospekt Kirova the road starts to descend. Here you can find a significant number of Soviet style apartment buildings. Looking carefully, you can see that the construction of the buildings is modular and the style is very repetitive – there are only about five or six variations in the basic module.

As the street turns north changing name into Ulitsa Shmidta you have on the southern corner a building connected with the Navy, possibly an academy, with some strange instrumentation on the roof. Cross the street there is a small park, with a modern church, clearly built after the end of the Soviet period.

From around this point it is possible to get some good pictures of a still working power plant, which is located basically in a block of this district, not far from the city center and surrounded by apartments. The proximity of the chimneys to the apartment buildings is typical to Soviet towns, much harder to find in the west, unless you’re running out of money building your town when playing SimCity. Furthermore, the power plant in Murmansk is really huge and the funnels really monstrous!

Proceeding north on Ulitsa Shmidta, on the eastern side it is possible to spot many Soviet facades, where on the western side you may have problems getting a view of the railway and the port down below, due to the vegetation strip obstructing the view. At some point on the eastern side you will find a military building, recognizable by the red stars on the gates – the same model of gates and stars you can find in many abandoned military sites all over the former Eastern Bloc.

A block south of the last bend to the northeast where Ulitsa Shmidta changes its name into Ulitsa Kominterna, it is possible to find a small nice park with a monument to the Soviet Navy, just ahead of a stately building which may have been a former military headquarter.

The monument is modern in design, and perhaps made after the end of the Soviet Union, yet looking very exotic if you are from the western side of the Iron Curtain.

Railway Station

Possibly one of the oldest buildings in Murmansk, and surely one of the most iconic thanks to the pinnacle with the red star on top, is the railway station. The façade and entrance are on Ulitsa Kominterna, but the building is built on multiple levels, for it is on the rim of a small coast. The passenger railway is at the bottom of the coast, and very close to the building. An old steam locomotive with a big red star is placed on one of the passenger platforms.

On the northern side of the station building it is possible to get access to a footbridge, passing over the passenger terminal and the huge cargo terminal. The latter offers a really impressive show, with countless coal trucks unwinding along endless railways. The railway basically ends in Murmansk, and the port is specialized with taking coal from the trains and putting it on the ships – plenty of dedicated cranes are always active in this transfer work. The railway yard is always very busy.

In the evening you can watch the assembly of the empty convoys, being set up for their travel back to inland Russia. This is a pretty violent and noisy show, as they usually form a train by kicking a car on a railway track against the rest of the convoy waiting at the other end. When the car hits the convoy a very loud bang is produced, which can be heard from a great distance everywhere in town.

Given the number of convoys and cars, this unusual concert goes on for quite a while every evening.

Port of Murmansk and Icebreaker Lenin

Descending from the far end of the footbridge towards the sea you reach the platform of the port of Murmansk with a short walk. You can walk only a small part of the port area, including two piers. The famous icebreaker Lenin (website here), the first nuclear-propelled non-military vessel in the world, is permanently moored here and can be visited as a tourist attraction – in theory.

[NOTE: Obviously the dates of my trip had been chosen accounting for the opening times of this museum ship, one of the most relevant sites in town. I was very unlucky, experiencing the harsh treatment Russia still reserves to tourists this day – in spite of a published timetable of the tours available online, even though in Russian only, I found a printed paper in Russian on the entrance to the pier, basically telling ‘no tours for today and tomorrow’, full stop. Unfortunately, you can experience similar issues even in cities with a touristic vocation like St. Petersburg, so this happening in the remote Murmansk was not unbelievable. Yet considering I visited from quite afar, tuned my trip specifically for this attraction standing to the available information and came during the peak season, this shows a very low-level preparedness for tourism and especially a generally bad attitude towards foreign visitors, both parts of an unwanted heritage of the Soviet times. You’d better go ready to similar problems when traveling to Russia.]

Anyway the icebreaker can be admired also from the pier. The size is really stunning, especially if compared to the older and glorious Krassin, which can be found in St. Petersburg (see this post). Along the Lenin, on another pier a modern icebreaker can be seen. Murmansk is also a well-known starting point for arctic cruises.

A monument remembering the Great Patriotic War closes the square ahead of the piers on one side. Cross the bay from this point it is possible to spot another war monument, including a jet aircraft and a cannon.

Kursk Monument and Church of the Savior on Waters

Going back to Ploschad Pyat’uglov and restarting northeast along Prospekt Lenina after some walk and more interesting buildings, including the local government of Murmansk adorned with all the decorations earned by this town for the effort during WWII and the Regional Museum (website here) – which unfortunately was closed on the day of my visit -, you reach Ulitsa Papanina. Taking it to the northwest you soon cross Ulitsa Chelyuskintsev.

Again, here the quality of the housing and parks decreases sharply. Ulitsa Chelyuskintsev climbs aggressively uphill. After a distance the main road takes slightly to the left, and a building resembling a beacon can be seen further uphill, reachable with a flight of stairs. This beacon is a monument to the seamen lost at sea, and it includes a chapel which is closed most of the time irrespective of the published opening times.

Just behind the beacon there is a monument to the ill-fated nuclear submarine K-141 Kursk, a new strategic ship of the Northern Fleet launched in post-Soviet times, which in the year 2000 sank following two accidental explosions, killing all on board. Thanks to the shallow waters where this accident happened, it was later possible to recover the wreck. Part of the turret was taken away and transformed into the monument you see, which is actually a piece of the original vessel.

Proceeding further uphill, it is possible to reach the small nice Orthodox church of the Savior on Waters, which is operated regularly and is probably the most central temple in Murmansk.

Leninskiy Okrug and Museum of the Northern Fleet

To the back of the temple it is possible to reach again Ulitsa Chelyuskintsev. Keeping the Museum of the Northern Fleet as a destination, located close to the northern border of Murmansk, you can walk some miles crossing the district called Leninskiy Okrug, which is a very populated residential area of the ‘working class’. Here you can see by yourself the very low-level of the housing, roads, walkways and services of this industrial town, where most of the population is living today. This standard of living appears to be in striking contrast with what you see in Moscow and St. Petersburg, and you can imagine how the neighborhood must have looked like when all cars around where Soviet made and there were no services like banks and cell phones retailers giving a modern touch to the scene.

The building hosting the Museum of the Northern Fleet is no exception – it looks like an abandoned building from the outside. The entrance hall is purely Soviet style, too large and very grim. An old lady stands knitting in one corner, watching a TV show. She will instruct you about the ticket price – very low, only cash accepted – and the way to go. The building must have been a former clubhouse for officers or retired staff.

The museum (information here) covers the history of the Navy at least until the creation of the Northern Fleet. There are about ten small rooms, packed with tons of memorabilia items, documents, flags, parts of ships, photographs, paintings, portraits, uniforms, medals, models, maps, weapons and so on. Notwithstanding the old-style exhibition and the plenty of information mainly on the facts of WWII and the Cold War period, the museum is fairly up to date, mentioning also post-Soviet history and the current status of the fleet. It is noteworthy that most of the descriptions are in Russian only, so you should go with some knowledge of the topic if you don’t know the language.

Some Soviet memorials and the portraits of all commanders of the fleet from its foundation to the present day can be found on the stairs.

Monument to the Waiting Woman

Setting the course back to downtown Murmansk, it is possible to reach the monument to the Waiting Woman, dedicated to the women of the seamen, with a multi-miles walk from the Museum of the Northern Fleet, again crossing Leninskiy Okrug.

The monument is an example of Russian ingenuity, yet somehow evocative. The place where the small sculpture is located is a vantage point from where it is possible to have a look to the northernmost part of the port of Murmansk, invisible from the town center. Much precise information about the home port of the vessels of the current Northern Fleet is not easy to get, anyway in the pictures you can see the aircraft carrier Admiral Kuznetsov, the only Russian aircraft carrier, recently deployed to the Black Sea and now returned to the bay of Murmansk – somewhat mimetic, carefully look at the pictures below.

Alyosha

The most famous monument in Murmansk and in the region surrounding it, the monument to the Defenders of the Soviet Arctic during the Great Patriotic War, informally known as Alyosha – ‘little Alexander’ in English -, is a gigantic statue to the Soviet Soldier, commemorating the battles fought by the Soviet Army against the Third Reich during WWII. Not only is this monument placed on top of a hill, but it is some 115 feet tall, making it the third tallest monument in the former USSR, after Stalingrad, now Volgograd, and Kiev, today in Ukraine. It is visible from many places in town and from the area around Murmansk.

It can be reached easily from downtown with a taxi, or if you are coming following the itinerary, climbing uphill at a short distance from the Monument of the Waiting Woman (see the map for a detailed trail to follow).

The monument is surely worth a visit. The size is impressive, and the eternal flame still burning ahead of the statue adds to the authenticity of the ensemble as a place of remembrance.

There are also two anti-aircraft guns and some ancillary parts to the back of the monument. The square ahead of it, possibly made for ceremonies, is not very well-kept and infested by mosquitoes in the warm season.

Leaving from the monument towards the city center can be done cutting through a wild green area along a well-marked trail. A mystery communication central can be found at some point. I met people grilling meat on a barbecue in this partially wild park.

From here you have a good view of the industrial port and of the central districts of Murmansk. Upon reaching Ulitsa Chelyuskintsev there is a small modern memorial showing some pictures of Murmansk soon after the devastation caused by WWII.

From here it is possible to go back to the city center where your hotel will probably be and where you can find some very good local restaurants.

Getting to Murmansk

Notwithstanding the interesting ensemble and some noteworthy monuments, this city alone can hardly motivate a trip from abroad even for dedicated enthusiasts. On the other hand, it makes for a quick and easy detour from a travel to scenic Lapland (Finland) or northern Norway. After some investigation about going there with a car I abandoned the idea – too complicated in terms of papers and risky – and elected to go there starting from Kirkenes, a small town in northern Norway just a few miles from the only border crossing point between Norway and Russia. There is a local Norwegian travel agency called Pasvikturist selling on the Internet the tickets of a bus service operating between Kirkenes and Murmansk with no stops. The service is operated once per day in both directions. They also sell travel packages of one or two days to Murmansk including a part-time guide and accomodation.

The bus is actually a comfortable Russian registered minibus. The pick-up point in Kirkenes is by the Scandic Hotel, where there are some possible pick-up points in Murmansk, which is much larger, typically by all the biggest hotels.

You must have the visa for entering Russia, and you can get the necessary invitation from both the Azimuth and Meridian hotel. I noticed not all hotels in Murmansk offer this service, so be careful if you want to opt for a smaller hotel. Getting the invitation involves an easy electronic procedure worth a few dollars. Passport control – both Norway and Russia – takes a while, about 45 minutes in total for all on the minibus. Restrictions on the goods you can transport apply, but are by far less stringent than when traveling by air. You are not required to pass a metal detector, and bags are inspected only sporadically. My small army knife and all photographic gears passed without trouble.

The trip from Kirkenes to Murmansk can be very interesting. The region you cross is full of military installations. Extensive areas along the road are fenced and under surveillance. Going to Murmansk we had to stop to let a number of tanks cross the road. There is at least one military checkpoint where all passports are quickly inspected again by military staff!

Among the unusual sights along the road are the huge nickel mines between Nickel and Zapolyarny, the countless memorials of WWII along the valley of the Pechenga river, the military town of Sputnik, and a ropeway built by the German Army to carry supplies to the front. The background scenery is that of an endless sequence of hills with arctic vegetation.

Getting closer to Murmansk you will see directions to many ‘closed towns’ – connected with military activities, and where foreign visitors cannot enter – including Polyarny, cited in ‘The Hunt for Red October’. This surely adds to the atmosphere and prepares you to the visit of the town.

Entering the town you will pass over the bay on a bridge and you will get a view of the southern part of the port and of the city, otherwise difficult to reach by foot.

Murmansk is clearly served also by an airport, so if you want or need you can surely reach the city by air – and also by train – from within Russia, but you will not get a view of the region, which may be very interesting if you are traveling as a tourist.

Soviet Airbases in the GDR – Third Chapter

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Soviet Ghosts in Germany

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As mentioned in previous chapters on the same topic – you can find the first and second here – the territory of the GDR was cluttered with an uncommonly high number of military bases, run either by the local Armed Forces of the GDR (‘German Democratic Republic’) or by the Soviet Union. This was also due to the great strategic relevance of the area, placed right in the center of Europe and on the border with ‘the West’.

Soon after the reunification of the two halves of Germany and the withdrawal of the Red Army after the collapse of the USSR, most Soviet/Russian bases in Germany were deemed unnecessary by the new federal government, hence they were converted into something else. Airbases have been turned most typically into solar powerplants or, more rarely, into general aviation airports. Armored cavalry training areas have been largely cleaned up, and allocated as land for reforestation.

Despite large parts of these installations having been recycled to some other function, substantial traces – and sometimes even more – of these once prominent and populated bases can be found still today. These include many technical buildings, like aircraft shelters, hangars for maintenance, weapon storages, bunkers, … as well as housing and buildings for the families of Soviet troopers. Needless to say, this kind of stuff is of primary interest for urban explorers and war historians as well, for these places – besides being really creepy and often preserving a ‘Soviet ghost aura’ which may appeal to a part of the public… – are usually full of lively traces of the Soviet occupation, like signs in Cyrillic alphabet, murals, monuments and Lenin’s heads, which make for an interesting memento of the recent past, when the map of Europe looked pretty much different from now.

In this post you can find a pictorial description of a visit to the two airbases of Sperenberg and Finsterwalde, south of Berlin, the airbase of Grossenhain, close to Dresden, plus a quick chapter on the former tank regiment base of Zeithain, close to the sport town of Riesa – not an airbase, but convenient to visit and well worth a quick stop when going to Grossenhain. Photographs have been taken in spring 2017.

As for the second chapter, some historical photos from the collectible book Rote Plätze – Russische Miltärfluglplätze Deutschland 1945-1994 have been included to allow for a ‘now and then’ comparison. I do not own the copyright for those pics.

Navigate this post – Click on links to scroll

Sperenberg

The Soviet airbase of Sperenberg stands out in the panorama of the facilities of the Red Army in the GDR for two reasons.

Firstly, it was not an attack base, but the primary logistic airport of the Soviets in Eastern Germany. The place was developed with air transport in mind, so differently from most bases around, there are no shelters for deadly MiGs or Sukhois ‘mosquitos’, but instead enormous open-air aprons, hangars and parking bays for Antonov and Ilyushin monster-size transports, as well as for bulky Mil helicopters. The place even bolsters a small passenger terminal for military staff, a truly unique feature. The proximity to Wünsdorf, a small town in Brandenburg which since the end of WWII and until 1994 hosted the headquarters of the Soviet Forces in Germany (covered in this post), may have played a role in defining the function of this base.

Secondarily, Sperenberg was simply shut down at the time of the withdrawal of Soviet/Russian forces, but was never converted into something else – at least at the time of writing. This makes it truly a one-of-a-kind item for lovers of ‘ghost airbases’, for here everything, including all taxiways and the runway, is still there. Nature is fiercely reclaiming much of the area, which is nowadays completely surrounded and partly submerged by a wild forest – making the silent remains of the base look even more creepy, unnatural and haunted…

The installation is also very big – similar to an average-size civil airport – , and besides the airside part, there is also an extensive array of residential buildings for the troops. For the major point of interest of the place is the preserved – for now… – airport infrastructure, I concentrated on that, neglecting the barracks and housing. This was also due to the latter being closer to the old main gate to the base, and standing to the available information there are rangers and local citizens who sometimes keep that part under watch. With only a basic knowledge of German, I think it’s better to take all countermeasures to avoid misunderstandings, thus enjoying a reasonably safe and undisturbed exploration…

Sights

In order to reduce the chance of a contact with the locals, it makes sense to intrude into the perimeter from the northeast, heading southwest directly to the center of the airport, leaving the housing part to the east. This will result in a multi-miles walk in the trees, along former service roads, now seldom used by woodcutters. Sooner or later, you will meet the original fence of the base, with concrete posts, barbed wire and an unpaved service road for service cars running all around it.

In order to make your way through the wilderness, unless you are from that very district and have a (very) good knowledge of the area, you will need a GPS. I profitably used the Ulmon app on my iPhone. It worked perfectly, all paths were precisely indicated. The external fence around the northwest area is very well preserved. The function of the first group of buildings I came across with is not very clear. You can clearly spot them on aerial photos of the base, to the northwest of the main part of the apron, connected to the airside area with a long straight service road aligned in a northwest-southeast direction.

I guess the facility may have been a former fuel deposit – there is a large maneuver area possibly for trucks, an inner fence for further protection, a water deposit, possibly for firefighting, and a strange array of aligned pipe ends made of concrete, pointing vertically.

Going southwards to reach the apron area, I came across an abandoned… Soviet boot, plus some more mysterious buildings, clearly blown up at a certain point in history, and possibly not built by the Soviets. These resembled in shape the cannon bunkers placed by Nazi Germany on the northern coast of France, constituting the backbone of the ‘Atlantic Wall’. Maybe residuals from an even farther back era?

After crossing another fence – again, concrete posts and barbed wire – and going through a really wild trail in the trees, basically not signed except for traces of animals everywhere, I appeared on the apron in the northwesternmost part of the airport, with a huge array of parking bays for transport aircraft. Reportedly Antonov An-12s and Tupolev Tu-134s used to be placed in this area, as you can see also from historical pictures.

The proportions of the abandoned airport are really striking. Taking a closer look at many of the parking bays, it is possible to find substantial traces of the original delimiting and direction strips for aircraft. The apron is made of the typical Soviet slabs, not coated with asphalt as typical for most airports in the West.

Moving south from the parking area, which unwinds along an east-western direction – as it is clear from the aerial pictures – , walking along a connection taxiway it is possible to notice its uncommon width, which is not typical to attack bases, but necessary for a transport base operating with Soviet giants.

Accessing the southern east-western taxiway from the west, it is possible to find a very special feature of Sperenberg – the passenger terminal. The small terminal is located to the north of a dedicated apron for passenger/mail loading and unloading.

The terminal area is made of two main buildings. One is probably older, with a large glass window looking to the apron. A gazebo and some small walkways suggest the place was intended for waiting, and for ‘quasi-civil’ operations.

The main terminal bears the date ‘1986’. From historical pictures, you can notice that it underwent some modifications during the few years of operations, which ceased by the year 1994. In particular, the central window on the front façade, made for the baggage treadmill, was bricked up at a certain point.

The inside of the building has been totally spoiled, except for some wallpaper on the ceiling.

A couple of strange movable structures, possibly extendable covered passages for passenger loading operations, can be found on the apron and in the trees besides the former terminal. Also these can be spotted in one of the aerial photographs. They are full of unofficial mottos and signatures of Soviet troops, written in Cyrillic.

From the area of the terminal it’s a – relatively – short walk to the western end of the runway.

Moving eastwards from the terminal along the southernmost main taxiway, you come across several interesting items, including a Soviet control tower and many parking bays for large helicopters.

The only hangar on the airport can be found on a very wide taxiway connecting the two parallel east-western main taxiways. The hangar, albeit appearing rather big at a glance, was probably used for maintenance of helicopters and smaller transports, as large Soviet transports need a much bigger size. Traces of a motto on the front of the hangar, obviously in Cyrillic, can be seen today.

This also are quite mysterious, for on the photos from the last days of operations the inscription cannot be spotted. It was probably covered in Russian, post-Soviet times, reappearing now as the paint coat is fading.

Also in the area around the hangar another control tower, possibly from an older age, can be spotted, but not accessed.

Taking again to the east along the southern taxiway, more helicopter parking bays can be found, and finally another large aircraft parking area. From pictures from the time, this area was used for parking mainly An-12s, some of them with the tail leaning over the grass. Many interesting strips and indications for aircraft can be found in this area, with writings in Cyrillic, together with strongpoints for anchoring aircraft to the ground.

From the end of the taxiway, where more interesting signs on the ground can still be found – one of them telling ‘cars must stop here’ – it’s again pretty easy to come to the eastern end of the runway. The connection taxiway descents gently towards the runway.

Here some of the original lights can be found. Some slabs close to the end of the runway appear highly damaged, like they were stricken from above. Possibly some overweight plane heavy-landed here at some point?

Leaving north from the eastern end of the runway, crossing both main east-western taxiways, you can point back to the fence of the airport. Going further east you would reach the housing area, which I did not explore. Going north I came across an abandoned railway track, and a railway/truck interchange area. Finally, I reached the usual barbed wire and I left in the trees. I had to walk again along a very nice multi-miles track in the wilderness back to where I had parked.

Now that I was fine with the goals of the exploration, I moved to the main gate – where you are quite exposed and it’s easier to get spotted – to take some pictures from the outside. These can be compared to an historical pic from post-Soviet times – see the Russian Eagle to the left of the gate.

Another set of exciting pictures from the air, taken during a special flight over this area, can be found in this chapter.

All in all, I would say Sperenberg was among the most interesting Soviet airbase in the GDR I’ve ever visited. You can really feel the ‘Soviet ghost aura’, for the place looks really like it was simply closed up and forgotten. And I didn’t even look at the housing part. The wilderness around is really nice to walk in spring, you will see many birds, deers and some say they have spotted boars. I walked something around 12 miles in the area, my stay lasted a full afternoon, and I noticed only a few people having a look around, far in the distance. So if you are looking for an evocative walk, mixing the pleasure of the countryside to serious, top-quality urban exploration in a former military setting, this is really a place to be!

Getting there and moving around

Sperenberg is located about 20 miles south from downtown Berlin. The unattractive village bearing this name can be conveniently reached by car, and the main gate to the base can be found to the west of it. If you don’t want to access the base from here – which may attract some unwanted attention – you may elect to go to the area of Kummersdorf a few miles north, park your car and cut through the wilderness to reach the area of the former airport. For doing that you will need a map. The Ulmon map on my iPhone was perfect for guiding me on the task, all major and almost all minor service roads were perfectly signed. Due to the size of the base, you may choose to reach the perimeter from different directions, especially if you are more interested in some part than another. It used to be a full-scale transport airport, so expect to walk a lot if you – like me – want to have a look to everything. Being placed in the deep countryside of Brandenburg, finding a parking place should not be a problem.

Grossenhain

The former base of Grossenhain, close to Dresden, has been in the focus of an important conversion plan. Much of the facilities – especially the many hangars – have been converted into something else, including busy factories and warehouses. The area of the airport has been reduced, and the majority of the original buildings – some of them dating back to the Nazi era – demolished. A small flight club operates from the southeastern quarter of the base, using the original runway. From a bird’s eye view, the area for flight operations has been sensibly reduced, but thanks to the conversion, most hangars are still in place, so it’s easy to get an idea of how the base looked like in the past.

Historical pictures show that this airbase was used for open days in the years of the GDR, and in the transition period between 1989 and the withdrawal of Russian troops.

Similarly to other bases in the GDR like Rechlin/Laerz, Jüterbog and Merseburg, this attack base hosted a model GRANIT special weapon storage (‘Sonderwaffenlager’). This is still preserved today, and makes for the most prominent feature of this base.

Sights

Three items make this base really attractive. First and foremost, a bunker for storing special weapons. Perhaps a unique case in the former GDR, the bunker has undergone a complete refurbishment, and it now appears like new.

The two imposing doors are preceded by a barbed wire fence. It is inaccessible, but it can be easily photographed from the outside. There is even an explanatory panel, both in German and Russian, with photographs from an older time.

A second sight of interest is the former gate guardian of the base. It is a MiG-17 of the Aviation of the Red Army. It is placed on a concrete post – designed in a pure Soviet-style – with writings in Cyrillic. Pictures from the day of operations suggest a different background than the rotting hovel now behind it. The gray sky on the day of my visit added to the Cold War atmosphere of the place.

Finally, another sight of interest is a wooden round table from the age of the Nazi dictatorship, used to align flight instrumentation. It is very large, and perfectly preserved. An explanatory panel can be found also besides this item.

All in all, while not a place for a real exploration – the area is very busy and not abandoned at all – Grossenhain offers some very unique items, keeping memory of its strong military past, surely worth a detour for the committed specialist.

Getting there and moving around

Grossenhain is about 20 miles north of Dresden, and just 8 miles north of world-famous Meissen – the birthplace of the Meissen pottery. The still active ‘flugplatz’ – local airport – is immediately north of this averaged-size village. Access is via the road N.101 or N.98, surrounding the airport area to the west and south respectively. There is no barrier except for the small flight club, many public roads have replaced the original taxiways and service roads. You can move in the former area of the airbase with your car and park at your convenience. Just be sure not to interfere with the many businesses in the area, especially big trucks going in and out on smaller roads.

Finsterwalde

This once prominent, very large airbase, is still in operation as a local airport. During the Cold War, this place was selected for storing nuclear warheads with a specially built facility. Other two installations of the kind existed over the territory of the GDR, namely Brand and Rechlin/Laerz.

Sights

The airport area is largely inaccessible, for the airbase is still an active general aviation airport. Among the most visible items in this part, a great example of a control tower from the years before WWII. It has been perfectly refurbished. Nearby are some very big hangars, today hosting some private business. Closer to the apron, some shelters from Soviet times are possibly used as hangars – they were shut when I visited. I could see a Transall C-160 parked outside, a really ubiquitous military transport in Germany, likely not any more managed by the Air Force.

The ‘ghost part’ of the base is located to the south of the airport. The ideal trailhead is a former railway station and interchange platform. From historical pictures, it’s easy to see this was very busy supplying materials to the base, where also extensive housing could be found in Soviet times.

Going south following a former service road, still used by woodcutters and acceptably maintained at least for an easy 0.8 miles walk, you can reach the old bunker for nuclear ordnance. It is preceded by parking areas, demolished truck depots and many service roads. The assembly should have looked like the one in Brand, but most of the buildings today are gone.

The bunker is not interred, so the size can be appreciated from the side. Unfortunately, the bunker has been left open, and at some time in its history it must have been set on fire, so the walls inside are covered in black soot, and exceptionally dark – unfortunately I couldn’t take an acceptable picture even with a torchlight. More recently, it has been used as a dump for common waste. The area is far from hygienic, with piles of garbage here and there. Furthermore, on the outside it was covered by stupid and ignorant graffiti.

On the plus side, the crane for maneuvering the ordnance ahead of the main door is still in place with its original roof. Also visible is the truck unloading dock, ahead of the entrance to the bunker.

To the west of the area of the bunker, along the public road giving access to today’s airport, some of the original Soviet housing can be seen, apparently still inhabited in some parts. The base offers also some aircraft shelters close to the southeastern corner, but these are used as storages, and they are fenced and inaccessible.

Another set of exciting pictures from the air, taken during a special flight over this area, can be found in this chapter.

Generally speaking, Finsterwalde deserves a visit for the still active part of the airport, and for the unique nuclear bunker – even though it is the worst preserved of the kind in the GDR, the ‘Soviet ghost aura’ can still be perceived. A visit of about 1-1.5 hour, including a walk to the bunker and back, may be enough for the entire installation.

Getting there and moving around

Finsterwalde is located about 20 miles east of Cottbus, and about 55 miles south of downtown Berlin. The town of Finsterwalde has also another GA airport, to the northwest of the urban area. The former base is located south, and can be reached looking for ‘Fliegerstrasse’ if leaving the city to the south on ‘Dresdner Strasse’, or for ‘Sudstrasse’ when leaving on the L60 to the southeast. In any case, less than 2 miles south of the city center. Parking is possible besides the control tower, or close to the former railway station. As written above, the place is not abandoned, there are small businesses all around and even some fields of solar cells. Anyway I didn’t attract any unwanted attention when exploring the abandoned building of the railway station – even though I am sure I was spotted by the cars passing by – and when heading by foot in the trees to reach the nuclear bunker.

Zeithain

Sights

The countryside around the small sleepy town of Zeithain was once busy with tank operations, with extensive training grounds dating from before WWII. The Soviets maintained the original function of the installation. More recently, the area was mostly cleaned up, almost no buildings remain and trees have grown covering the once barren area for maneuvers, but the partially fenced former military zone still hides an item of great interest from the Cold War age.

It is a complete Soviet commemorative monument. The first part is a very unusual statue of Lenin, in a somewhat informal pose with a hand in his pocket. The centerpiece is a mural with a map showing the trail followed by the Soviets to reach Berlin during the Great Patriotic War of 1941-45 – which is how Russians call WWII. The mural is extremely well preserved, I would say it was refurbished at some point in recent history.

The third and most impressive ingredient is a 6 feet tall head of Mother Russia. I would say this is the most beautifully made Soviet sculpture I know of in the GDR. It makes for a good rival, and possibly a winning one, for the three majestic Soviet monuments in Berlin, but with less pomp and more art. Really something with an artistic value.

The fourth and last component of the monument is another mural with portraits of Soviet soldiers and an inscription in Cyrillic.

The ensemble is really impressive, the silence and remoteness of the place clearly adding to your perception of it. A walkway leading to the center of the monument can be seen still today.

As I wrote, there is something strange in this particular monument, for it is too well preserved for an outdoor monument left behind since at least 1994. I guess somebody has been taking care of it in more recent times. Nonetheless, nature is wild around it, and overgrown trees partially hide the perspective.

As a practical indication, I must admit I took a high risk visiting this place, cause the former perimeter of the base is fenced, and I believe the grounds are now in private hands. The original entrance to the base – you can see the original control booth and the gate – was open when I arrived, but an unlocked padlock was hanging from the door. I heard some cars and trucks moving out when I was taking pictures. So basically I think I intruded into a private business, at the high risk of remaining locked inside – together with my car… I would suggest moving in by foot, in order to make escape easier, just in case you get locked in!

Getting there and moving around

The base of Zeithain is located about 3 miles north of central Riesa, a mid-sized town in the countryside 30 miles northwest of Dresden.

Getting to the entrance of the base maybe a bit tricky, for the area under the administration of Zeithain covers an extensive part of the local countryside, so if targeted with ‘Zeithain’ your nav will probably point in the middle of nowhere and pretty far from the base.

A time-saving way to reach the place is as follows. Start from the junction between the N.98 and N.169, located east of a small town. Take to the north on the N.169. The road goes off with a gentle bend to the right immediately after the junction. Then it becomes straight, and you will have a fuel station to your right, and a road departing to the left – ‘An der borntelle’ is the name of the road. Take it as it goes straight northwest for less than half a mile, till a sharp bend to the left. At the level of the bend, a smaller road – ‘Abendrothstrasse’ – goes off abruptly to the right. Take it, and again less than 0.5 miles ahead the road splits in two, the main road going slightly to the left. Leave the main road and keep going straight. You will see a gate and a wall to your right. This is the entrance to the former training base. I skip providing any further details about how to move on from there, for as I have explained I realized this is probably an actively managed private property. Visiting and taking pictures may take 15 to 30 minutes.

Riesa

Sights

This sleepy town, mostly famous for sports than for everything else, may be interesting for the location, very close to Zeithain – see description above – and for the presence of one of the remaining statues of Lenin in the former GDR. This statue is part of the local Soviet cemetery. Such cemeteries are not so rare and scattered over the immense territory conquered by the Soviets in Europe during WWII. Besides fallen soldiers buried in war cemeteries, due to the great number of Soviet troopers and their relatives in the GDR, I guess it was not uncommon for them to be buried abroad.

The cemetery is still maintained today, and the statue still looked after as a part of it. This makes it pretty uncommon, for all other statues of Lenin in the GDR have been removed or abandoned. There is clearly some controversy about its placement in a public park in a town of today’s Germany, so it is possible the monument will be relocated at some point in history. For now, together with the ‘Socialist housing’ right behind it in the background of the cemetery, the monument makes for an unusual picture – a Soviet-style ‘postcard from the GDR’.

Getting there and moving around

The small cemetery and monument are located to the southwest of Riesa, and can be reached easily where Poppitzer Strasse and Mergendorfer Strasse meet. You can park at your convenience close by. Visiting will not take more than 10 minutes.