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Bas 60
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Bas 60 (Flygbassystem 60, Air Base System 60) was an air base system developed and used by the Swedish Air Force during the Cold War. The system was based around defensive force dispersal of aircraft and its supporting ground operations across many krigsflygbaser (wartime air bases) in case of war, primarily as a protective measure against nuclear weapons. The purpose of the system was to make it complicated for an opponent to destroy the Swedish Air Force on the ground and thus ensure endurance for the air force in a conflict scenario. The plan was to disperse the air units so one krigsflygbas would house one squadron (8-12 aircraft). This dispersion principle also applied to the individual wartime bases themselves, meaning that the various functions of an air base were spread over a large area in and around the base.
The system originated from an air force inquiry in 1954 and was formally implemented in the 1958 defence plan. The original plan called for 70 wartime air bases to be built, with 46 of them to be equipped for continuous usage. The number of bases was however reduced with every revision of the plan and about 40 bases ended up being completed.
During peace time the air squadrons were stationed at their respective air wing and deployment to the wartime air bases would only occur when the threat level increased. But many of the air wings also doubled as wartime air bases. The wartime air bases were only manned by a smaller bastropp (base troop) during peace time and the full base battalion would only be manned with a mobilization (except during certain exercises). This was because the majority of the units were made up by conscripts. The base system was therefore never fully active during the time it existed, like the rest of the Swedish Armed Forces during the Cold War.
A wartime air base in the Bas 60 system functioned as ordinarie bas (regular base), shortened as "O-bas" (R-base), for one or more type of aircraft; fighter, attack or reconnaissance. A regular base had the personnel and resources needed for maintaining and repairing the type of aircraft assigned to that base. Some bases also doubled as temporär bas (temporary base), shortened as "T-bas" (T-base), for one or more aircraft types. A temporary base only had capacity to refuel and rearm the type of aircraft it acted as temporary base for. All regular bases acted as temporary bases for fighter aircraft.
Road runways were also built to complement the wartime bases, acting as a backup bases. Civilian airports could also be used as a backup alternative.
The system was further developed into Bas 90 during the 1970s and 1980s.
Base layout
[edit]
Main runway
[edit]The main runway was a typical runway at a length of 2,000–2,300 metres (6,600–7,500 ft) and 30–40 metres (98–131 ft) wide, with a taxiway running parallel to it. Visual aids for pilots such as runway lights were installed. At the ends of the runway there were raisable and lowerable nets for capturing aircraft that were not able to take off or land properly.
Framom - Fore flight line position
[edit]Främre klargöringsområde (framom), fore flight line position, was the flight line position (apron) by the main runway, and was where fighter aircraft were to be prepared for missions and be on standby. A base usually had two framom positions, one located at each end of the main runway. One framom position had space for four aircraft. Attack and reconnaissance aircraft in need of complementary refueling could also be refueled at framom. Fighter aircraft on standby at framom were directly connected to the bases communication net so the pilots could receive orders directly and take off immediately after receiving the order. When no aircraft were at framom, the groundcrew would evacuate the area as a safety measure and return when new aircraft came in.
Bakom - Rear flight line position
[edit]Bakre klargöringsområde (bakom), rear flight line position, was the flight line position for attack and reconnaissance aircraft. Bakom was located 2–3 kilometres (1.2–1.9 mi) away from the main airfield and only bases that were regular bases for attack and reconnaissance aircraft had a bakom position. In case a base was a regular base for both attack and reconnaissance there were two separate bakom positions, referred to as bakom-attack (rear-attack) and bakom-spaning (rear-reconnaissance). A bakom position had 10-15 individual aircraft spaces (hardstands) with a distance of 50 metres (160 ft) between each space, and aircraft currently in bakom were to be separated as much as possible within the available aircraft spaces. This was to reduce the risk of having all aircraft destroyed in a single attack. The aircraft spaces could also be concealed with camouflage nets. Bakom was connected to the main airfield via a taxiway that in many cases was public road integrated into the base infrastructure, and aircraft could either taxi on their own between the sections of the base or be towed by a vehicle.
Uom - Staging area
[edit]Uppställningsområdet (uom), staging area, was where aircraft undergoing long-term maintenance, such as repairs, or not being in immediate use were kept. Uom was located 5–10 kilometres (3.1–6.2 mi) away from the main airfield. A uom had field hangars for maintenance work and a site for engine swapping and testing. Just like at bakom the aircraft spaces at uom could be concealed with camouflage nets and was connected with the rest of the base via a taxiway that often was public road. Most of the aircraft groundcrew and their equipment would be positioned at uom.
Road runways and reserve bases
[edit]
To complement the ordinary Bas 60 bases, reservvägbaser (road runways) were built to act as a backup alternative. Selected sections of public roads that were suitable for the purpose were widened to give enough space for aircraft to take-off and land. The typical dimensions for a reservvägbas (road runway) was 1,500–2,000 metres (4,900–6,600 ft) in length and 12 metres (39 ft) in width. One or two runway aprons were built near each end of the runway. About 30 road runways were built, primarily in the southern and eastern parts of Sweden. Usage of the road runways were limited by adverse light and weather conditions, which is why they were primarily considered a backup alternative. Utilizing a road runway required relocating units and resources from an ordinary base, and certain field works around the runway were often necessary before it could be used.
Selected civilian airports were later added as additional reserve bases.
Operations
[edit]
Kommandocentral - Command centre
[edit]The air traffic operations on a base were led and organized from a kommandocentral (command centre), abbreviated as KC, located in an underground bunker a few kilometers away from the airfield. A KC was manned by 6-8 people, including the duty officer.
TLF - The traffic leader at the field
[edit]Trafikledaren vid fältet (TLF), the traffic leader at the field, was stationed at the main runway and assisted the air traffic operations. In case kommandocentralen was unavailable or stopped functioning the TLF could take over control of air traffic operations. The TLF operated from a special cart that was equipped with base radio, air traffic radio, telephone and controls for runway functions such as lighting.
Stabsplats - Command post
[edit]The overarching and long term operations on base were led and organized from a stabsplats (command post). This command post would be located in one or more buildings (often a school) in a nearby town or city. The stabsplats also acted as the camp for many of the base units, including the medical, meteorology and security units.
Basbataljon 60 - Base battalion
[edit]One base was operated by a basbataljon 60 (base battalion type 60), with the battalion chief in charge of the overall operations on the base. A fully mobilized battalion consisted of 1200-1500 men, but in peace time a base was normally operated by 2-3 technical officers and 10-15 conscripted flight mechanics. During larger exercises all or part of the full base battalion would be called in.
One base battalion consisted of the following units:
- Stabskompani (command company): command and administration of the base.
- Stationskompani (station company): aircraft groundcrew and maintenance.
- Intendenturkompani (commissariat company): supply and logistics.
- Flygfältsarbetskompani (field works company): base infrastructure repair and maintenance.
- Skyddskompani (security company): base security, removal of unexploded ordnance and fire fighting.
- Sjukvårdspluton (medical platoon): first aid and medical care.
The defense of the base could also be reinforced with infantry and anti-air units from the Swedish Army.
Further development
[edit]In the 1970s and 1980s the Bas 60 system was developed into Bas 90 to accommodate new needs and threats.
Today
[edit]With the end of the cold war the Bas 60 and Bas 90 system was scrapped, and many of the wartime air bases have been demilitarized and sold to civilian owners.
List of Bas 60 air bases
[edit]
Uppsala
Hässlö
Söderhamn
Frösön
Bråvalla
Kungsängen
Malmen
SAAB
Såtenäs
Råda
Luleå
Byholma
Hagshult
Moholm
Karlsborg
Karlsborg
Lidköping
Hasslösa
Hasslösa
Visby
Rommehed
Kjula
Kubbe
Färila
Gunnarn
Vidsel
Fällfors
Åmsele
Jokkmokk
Tierp
Heden
Uråsa
Sättna
Kosta
Everöd
Knislinge
Ljungbyhed
Sjöbo
Tågra
Sturup
Ängelholm
Ronneby
Halmstad
Kalmar
Eneryda
Hultsfred
Säve
Björkvik
Nyköping
Tullinge
Strängnäs
Barkarby
Gimo
Ålem
Örnsköldsvik
Piteå
Skellefteå
Kiruna
Air bases in the Bas 60 system (excluding civilian airports in reserve).
= Bas 60
= Not Bas 60, but actively used by the air force during the time period
= Bas 60 
= Not Bas 60, but actively used by the air force during the time period| Facility number | Airfield | Code 1 | Code 2 | Year(s) built | Other |
|---|---|---|---|---|---|
| Anl 101 | Skellefteå | – | – | ? | Civilian airport |
| Anl 102 | Gunnarn | fält 28 | 60 | 1968 | Built to Bas 90 in 1987. |
| Anl 103 | Hagshult | C 18 | 29 | 1961 | Built to Bas 90 in 1983. Still in use. |
| Anl 105 | Moholm | fält 8 | 36 | ? | |
| Anl 107 | Everöd | fält 4 | 20 | ? | |
| Anl 109 | Tierp | fält 14 | 48 | 1965 | |
| Anl 111 | Örnsköldsvik | – | – | ? | Civilian airport |
| Anl 113 | Heden | fält 32 | 61 | 1956, 1959 | |
| Anl 115 | Råda | fält 20 | 37 | 1971 | Built to Bas 90 in 1990-91. |
| Anl 118 | Hultsfred | fält 37 | 28 | 1969 | |
| Anl 119 | Fällfors | fält 40 | 66 | 1958, 1961 | Built to Bas 90 in 1983. |
| Anl 121 | Sjöbo | fält 1 | 23 | 1960, 1968 | |
| Anl 126 | Hasslösa | fält 6 | 35 | 1958 | |
| Anl 128 | SAAB | – | – | 1964, 1967 | |
| Anl 130 | Uråsa | fält 88 | 27 | 1964 | |
| Anl 131 | Lidköping | fält 21 | 34 | 1958 | |
| Anl 136 | Rommehed | fält 15 | 44 | 1960 | Built to Bas 90 in 1990. |
| Anl 138 | Eneryda | fält 89 | 30 | 1969 | Main runway on public road. |
| Anl 142 | Kungsängen | C 4 | 41 | 1963, 1966 | Civilian airport |
| Anl 143 | Kjula | fält 56 | 46 | 1962 | Built to Bas 90 in 1987. |
| Anl 147 | Visby | C 25 | 43 | 1968 | Built to Bas 90 in 1992. |
| Anl 157 | Kiruna | – | – | 1971 | Civilian airport |
| Anl 160 | Vidsel | fält 42 | 62 | 1965 | Built to Bas 90 in 1989. Today Vidsel Test Range. |
| Anl 161 | Tågra | fält 81 | – | 1965 | Main runway on public road. |
| Anl 163 | Sättna | fält 45 | 58 | 1963 | |
| Anl 166 | Kosta | fält 87 | 31 | 1963 | |
| Anl 170 | Kubbe | fält 44 | 57 | ? | Built to Bas 90 in 1990. |
| Anl 171 | Åmsele | fält 41 | 67 | 1960 | Built to Bas 90 in 1985. |
| Anl 172 | Knislinge | fält 84 | 25 | 1963 | |
| Anl 173 | Gimo | fält 54 | 49 | 1960 | |
| Anl 175 | Strängnäs | fält 57 | 50 | 1963 | |
| Anl 176 | Björkvik | fält 58 | 42 | 1967-68 | |
| Anl 177 | Byholma | fält 85 | 26 | 1961 | Built to Bas 90 in 1989. |
| Anl 178 | Ålem | fält 83 | – | 1968 | Main runway on public road. |
| Anl 181 | Färila | fält 46 | 59 | 1967 | Built to Bas 90 in 1991. |
| Anl 185 | Piteå | fält 48 | 68 | 1970 | |
| Anl 186 | Sturup | – | – | 1972 | Civilian airport |
| Anl 189 | Jokkmokk | fält 49 | 69 | 1970-71 | Built to Bas 90 in 1988. Still in use. |
| Anl 301 | Hässlö | F 1 | 01 | 1976 | F 1 Hässlö. Partially built to Bas 90 in 1991. |
| Anl 303 | Malmen | F 3 | 03 | 1966 | F 3 Malmslätt. Partially built to Bas 90 in 1992. |
| Anl 304 | Frösön | F 4 | 04 | 1962 | F 4 Frösön. Built to Bas 90 in 1991. |
| Anl 305 | Ljungbyhed | F 5 | 05 | ? | F 5 Ljungbyhed. Partially built to Bas 90 in 1985. |
| Anl 306 | Karlsborg | F 6 | 06 | ? | F 6 Karlsborg |
| Anl 307 | Såtenäs | F 7 | 07 | ? | F 7 Såtenäs. Built to Bas 90 in 1990-91. |
| Anl 308 | Barkarby | F 8 | 08 | ? | F 8 Barkarby |
| Anl 310 | Ängelholm | F 10 | 10 | 1970 | F 10 Ängelholm |
| Anl 311 | Nyköping | F 11 | 11 | 1969 | F 11 Nyköping |
| Anl 312 | Kalmar | F 12 | 12 | 1970 | F 12 Kalmar |
| Anl 313 | Bråvalla | F 13 | 13 | 1977 | F 13 Norrköping. Partially built to Bas 90 in 1981. |
| Anl 315 | Söderhamn | F 15 | 15 | 1975 | F 15 Söderhamn. Partially built to Bas 90 in 1978. |
| Anl 316 | Uppsala | F 16 | 16 | 1970 | F 16 Uppsala. Partially built to Bas 90. |
| Anl 317 | Ronneby | F 17 | 17 | 1961 | F 17 Kallinge. |
List of Bas 60 road runways
[edit]Revinge
Jämjö
Hallabro
Hovmantorp
Tokebo
Målerås
Lammhult
Falkenberg
Follingbo
Bro
Hjo
Klockrike
Tillinge
Heby
Åland
Björklinge
Gimo
Gysinge
Skärplinge
Älvkarleby
Mokorset
Norrala
Jämtkrogen
Överhörnäs
Bjurholm
Finnträsk
Långträsk
Vidsel
Jokkmokk
Road runways in the Bas 60 system. Not to be confused with the short runways in the Bas 90 system, which in many cases also were built on public road.
The Bas 60 road runways are not to be confused with the short runways in the Bas 90 system, which in many cases also were built on public road. The Bas 90 short runways belonged to a larger air base and were therefore not counted as individual bases, unlike the Bas 60 road runways.
| Airfield | Designation | Year(s) built | Other |
|---|---|---|---|
| Revinge | S17 | 1967 | |
| Jämjö | S71 | 1965-66 | |
| Hallabro | – | 1966 | |
| Hovmantorp | S46 | 1966 | |
| Tokebo | S11 | 1966 | Used for training |
| Målerås | – | – | |
| Lammhult | – | 1966 | |
| Falkenberg | S21 | 1964-65 | |
| Follingbo | – | 1970 | |
| Bro | B0 | 1964 | |
| Hjo | – | 1967 | |
| Klockrike | – | 1964 | |
| Tillinge | B32 | 1965 | |
| Heby | – | 1964-65 | Used for training |
| Åland | S97 | 1964-65 | |
| Björklinge | – | 1966 | |
| Gimo | S95 | 1964 | |
| Gysinge | S41 | 1964 | |
| Skärplinge | – | 1966 | |
| Älvkarleby | S81 | 1966 | |
| Mokorset | R8 | 1964-65 | |
| Norrala | – | 1965 | |
| Jämtkrogen | – | 1968 | |
| Överhörnäs | R19 | 1964 | |
| Bjurholm | – | 1966 | |
| Finnträsk | S65 | 1965 | |
| Långträsk | – | 1966 | Used for training |
| Vidsel | R91 | 1967 | |
| Jokkmokk | – | – |
References
[edit]Books
[edit]- Andersson, Lennart, ed. (2008). Svenska flygbaser. Flyghistorisk revy ; [Specialnr 2008]Publikation / Försvaret och det kalla kriget (FOKK), 1652-5388 ; 13 (in Swedish). Stockholm: Svensk flyghistorisk förening (SFF). ISSN 0345-3413. SELIBR 11255837.
- Andersson, Lennart (2010). ÖB:s klubba: flygvapnets attackeskader under kalla kriget. Publikation / Försvaret och det kalla kriget (FOKK), 1652-5388 ; 24 (in Swedish). Stockholm: Svenskt militärhistoriskt bibliotek. ISBN 9789185789740. SELIBR 11958220.
- Andersson, Lennart, ed. (2016). Svenskt flyg under kalla kriget (in Swedish). Stockholm: Medström. ISBN 9789173291347. SELIBR 18615728.
Web
[edit]- Rystedt, Jörgen (2005-10-01). "Flygbassystem 60" (PDF) (in Swedish). Försvarets Historiska Telesamlingar. Retrieved 19 March 2019.
- Törnell, Bernt (January 2007). "Svenska militära flygbaser" (PDF) (in Swedish). Tomelilla: Swedish Fortifications Agency. Retrieved 19 March 2019.
- Andersson, Lennart (November 2006). "Svenska reservvägbaser" (PDF) (in Swedish). Uppsala: Swedish Fortifications Agency. Retrieved 19 March 2019.
Bas 60
View on Grokipediafrom Grokipedia
Background and History
Strategic Rationale
During the 1950s, the Swedish Air Force faced significant vulnerabilities from potential Soviet aerial attacks targeting concentrated air bases.[3] To counter this, Bas 60 was conceived as a dispersal strategy emphasizing the distribution of aircraft across numerous small, hardened bases to complicate enemy targeting and ensure operational continuity.[3][1] The core goal of Bas 60 was to disperse aircraft across bases by spreading flightlines over large areas with significant distances between positions.[3] This approach aligned with Sweden's doctrine of total defense (totalförsvar), prioritizing survivability through redundancy rather than fortification of central hubs, thereby maintaining a credible deterrent despite neutrality.[1] Bas 60 integrated closely with the Stril 60 air defense system, enabling coordinated interception of incoming threats and real-time guidance for dispersed aircraft to enhance base protection and rapid response.[1] Emphasis was placed on rapid relocation tactics to evade detection, supported by adaptations to fighters like the Saab J 35 Draken, which were modified for short-field operations on improvised runways such as highways.[4] These elements collectively fortified Sweden's ability to sustain air operations amid escalating Cold War tensions.[3]Development and Implementation
The development of Bas 60 stemmed from a 1954 air base inquiry (Flygbasutredningen) conducted by the Swedish Air Force, which analyzed vulnerabilities to aerial attacks and proposed dispersed basing as a core element of defensive strategy.[1] This inquiry laid the groundwork for a formalized plan, with an initial draft handbook (Bashandbok) tested in 1956 during Flygvapnets Övningsår (FVÖ).[1] The strategic dispersal goals, motivated by the need to protect aircraft from concentrated strikes, directly informed these early efforts. By 1958, the Swedish government's defense decision (Försvarsbeslut 1958) approved the "Plan för utbyggnad av flygbaser," allocating 250 million SEK for the system and targeting a total of 70 wartime air bases to achieve nationwide coverage.[1] Due to escalating costs and resource constraints, the ambitious plan for 70 bases was scaled back, resulting in approximately 40 operational base battalions by the early 1960s.[5] Construction began in the late 1950s, focusing on hardening facilities against nuclear and conventional blasts through reinforced command centers (KC) and dispersed layouts, with runways extended to 2000-2300 meters and support elements positioned 1-10 km apart.[1] Engineering challenges included delays in delivering critical infrastructure like telephone exchanges and securing sufficient hardened shelters, prompting the acquisition of 1500 surplus Ab 100/130 field telephones in 1961.[1] The first bases became operational in the early 1960s, exemplified by Uråsa and Eskilstuna, which entered service in 1963 during FVÖ, integrating with aircraft like the J 29 Tunnan.[1] Implementation proceeded in phases aligned with Sweden's neutral Cold War defense buildup, emphasizing total defense (totalförsvar) against potential invasion without formal alliances.[1] The 1958 decision shifted budget priorities toward the Air Force, adding 31 new bases to existing ones and completing construction by 1968-1969, with fortified KC elements mandated across sites by a 1961 Chief of Air Force (CFV) directive.[1] Early phases included trials at Malmen (F 3) in 1961 and operational readiness at Uråsa and Eskilstuna for FVÖ 1963, ensuring phased integration with systems like Stril 60 for command and control.[1] This rollout supported broader defense enhancements, including aircraft modernization with the A 32 Lansen and J 35 Draken, while maintaining Sweden's policy of armed neutrality.[1]System Design and Layout
Core Base Infrastructure
The core infrastructure of a standard Bas 60 main base centered on a fortified central runway designed to support rapid aircraft operations under threat. The main runway measured 2,000–2,300 meters in length and 30–40 meters in width, enabling takeoffs and landings for fighter and attack aircraft of the era.[1] It featured a parallel taxiway for efficient ground movement and protective overrun nets at least at one end to mitigate blast damage from potential attacks.[1][6] Adjacent to the runway were the framom areas, or fore flight lines, positioned at each runway end to facilitate immediate launches. Each framom consisted of two positions capable of holding up to four fighters in high readiness, with provisions for overload up to eight aircraft during surges.[1] These areas included integrated protective shelters and fueling infrastructure to minimize exposure time on the open apron.[1] Further from the runway, the bakom, or rear flight line, provided dispersed parking for heavier operations, located 2–3 kilometers away to enhance survivability. This area accommodated 10–15 hardened stands, spaced approximately 50 meters apart, primarily for attack and reconnaissance aircraft requiring pre-mission arming and loading.[1] The stands were designed with camouflage capabilities, such as nets, to conceal positions from aerial reconnaissance.[1] Supporting the entire layout were underground bunkers for critical logistics, ensuring resilience against bombardment. Fuel storage consisted of buried cisterns, typically 100–200 cubic meters per site, distributed across the framom and bakom areas for on-site refueling.[1] Munitions bunkers, fortified rear depots, held ammunition for fighters and attack roles, integrated near the bakom to streamline supply chains without surface exposure.[1] Uom areas served as remote extensions for additional aircraft support and maintenance.[1]Dispersal Facilities
The dispersal facilities of the Bas 60 system were integral to the Swedish Air Force's strategy of force dispersal, enabling the rapid relocation and sustainment of aircraft away from primary targets during wartime alerts. Central to this were the uppställningsområden (Uom), or staging areas, positioned 5–10 km from the main base runway to house reserve aircraft undergoing major maintenance or held in reserve. Each Uom accommodated 8–12 aircraft, equipped for support and protection from aerial observation.[7] Reserve base concepts under Bas 60 extended dispersal by pre-surveying and adapting civilian airfields for temporary military use, allowing squadrons to operate from these sites during heightened threats. These auxiliary locations, often integrated with the national road network, provided additional capacity for short-term basing, with preparations including reinforced hardstands and basic support infrastructure to enable quick aircraft turnaround. This approach complemented the system's 70 planned wartime air bases (krigsflygbaser), of which 62 were realized by 1966, ensuring operational continuity even if main facilities were compromised.[5] Camouflage and decoy measures were embedded in dispersal sites to deceive potential attackers, including the use of camouflage nets over aircraft positions at Uom and Bakom areas to blend with surrounding terrain, while dispersed hardstands minimized clustering. These elements drew from earlier wartime practices but were scaled for Bas 60's jet-era requirements.[7] Logistics for rapid aircraft relocation emphasized mobility and prepositioning, with fuel depots distributed across dispersal sites—typically 1,200 m³ per base, split between forward (400 m³) and rear (800 m³) positions—to support refueling in under four minutes for fighters. Temporary hardstands at reserve locations, often along public roads or civilian fields, allowed towing or taxiing aircraft from the main runway as the origin point. Dedicated fuel transport platoons, numbering 10 by 1963, ensured replenishment, enabling sustained operations across the dispersed network.[5]Operations and Command Structure
Command and Control Centers
The command and control infrastructure of the Bas 60 system centered on two key facilities: the Kommandocentral (KC) and the Stabsplats, designed to ensure resilient leadership and decision-making under wartime conditions. The KC functioned as the primary underground command center, constructed as a fortified, concrete-reinforced bunker positioned 1-2 kilometers from the runway system to protect against blast effects from nuclear threats.[1] It accommodated 6-8 personnel, led by a Vakthavande Officer (VO) assisted by a deputy (biVO), who conducted threat assessments by integrating real-time air situation data for issuing start orders and coordinating base responses.[1] Equipped with telephone panels, orientation receivers (Orm), and alarm markers (Tam), the KC maintained direct communication links to the Stril 60 air defense system via wire or radio connections, enabling reception of radar-derived luftläge (air situation) updates with tracking intervals of 15 seconds or less across a 1024 x 1024 km area.[1][8] Complementing the KC, the Stabsplats operated as a surface or semi-buried command post located 7-10 kilometers from the base infrastructure, focusing on tactical coordination for extended operations, administration, and support functions.[1] Staffed by approximately 40 personnel in its communications platoon, it incorporated radar feeds from Stril 60's network of stations (such as PS-15 and PS-860) for air situation mapping and alert dissemination, including automated flyglarm (air raid warnings) triggered via tyfonaggregat sirens.[1][8] This facility handled integration with national air defense elements, processing data from Luftförsvarscentralen (LFC) for weapon assignments and territorial alerts, while supporting up to 40 concurrent fighter direction tasks during exercises.[8] Redundancy was a core design principle, with both facilities featuring nuclear-hardened construction to withstand high-altitude detonations and dispersal from primary targets.[1] Backup power was provided by mobile generators (15-150 kVA capacity), ensuring operational continuity during outages, alongside dual Televerket telephone lines and manual overrides for systems like runway lighting, rollout barriers, and alarm activation.[1] In peacetime, these centers maintained daily monitoring routines, such as hourly weather reporting via remote teletype and continuous aircraft status oversight, directly linked to Stril 60's nationwide surveillance for proactive air defense integration.[1][8] The Trafikledare (TLF) at field level executed KC-issued commands for operational coordination.[1]Air Traffic and Field Management
The Traffic Leader at the Field (TLF, Trafikledaren vid fältet) served as the primary on-field coordinator for aircraft movements and launches in the Bas 60 system, operating from a specialized mobile cart positioned near the main runway.[1] This TLF-kärra was equipped with essential communication and navigation tools, including aircraft radio, base radio, manual direction finder (pejl), telephone, and controls for runway lighting and rollout barriers, enabling real-time oversight of runway usage.[1] Under normal operations directed by the Kommandocentral (KC), the TLF provided pilots with landing permissions, weather updates, and runway status, using optical signals such as green lights for takeoff clearance and red for hold instructions.[1] The TLF coordinated rapid aircraft launches, achieving rates of 20-30 per hour through the startorderförbindelsen communication network (Tfn 46), which allowed for takeoffs within approximately one minute of alert.[1] This capability was critical for maintaining sortie generation under high-threat conditions, with the TLF directing sequencing to prevent congestion on the main Helge runway or auxiliary strips.[1] Ground crew protocols emphasized swift arming and taxiing during alerts, with klargöring (pre-flight preparation) for fighter aircraft completed in about 10 minutes at forward positions (Framom).[1] Crews handled munitions loading, fueling, and engine starts in dispersed hardstands, followed by guided taxiing to runways under TLF direction, after which personnel relocated to protected areas to minimize exposure to enemy fire.[1] Integration with dispersal operations involved TLF signals for relocating aircraft to Uom facilities (8-10 km from the main base) or road runways in response to threats, triggered by KC directives via radio or visual cues to ensure survivability.[1] These relocations prioritized quick egress from vulnerable main base areas, with TLF maintaining contact to sequence arrivals at alternate sites.[1] For low-visibility operations, the TLF utilized portable radios (e.g., Ra 151) for voice coordination and visual markers such as approach lights (inflygningsljus) and runway illumination (banljus) to guide movements without fixed infrastructure reliance.[1] This equipment supported continued field management even during degraded conditions or after damage to primary facilities.[1]Personnel and Organization
Base Battalion Composition
The Basbataljon 60, led by a battalion commander, served as the primary organizational unit for managing and supporting operations at each wartime air base within the Swedish Air Force's Bas 60 dispersal system. Upon full mobilization, it comprised 1,200–1,500 personnel organized across command elements, ground crews dedicated to aircraft handling and servicing, logistics teams, field engineering units, security detachments, and medical support groups.[9] In peacetime, the battalion maintained a minimal skeleton staff of 2–3 officers and 10–15 conscripts per base, focused primarily on routine maintenance and readiness preservation.[9] Key subunits included the Stabskompani for overall command and administration; the Stationskompani, which handled aircraft preparation, refueling, and basic repairs; the Intendenturkompani, responsible for logistics and sustainment operations; the Flygfältsarbetskompani for airfield construction and repair tasks; the Skyddskompani, featuring a security platoon trained in anti-sabotage measures, unexploded ordnance clearance, and firefighting; and a dedicated Sjukvårdspluton for on-site medical care.[9] The battalion's equipment inventory emphasized self-sufficiency and protection.[9]Mobilization and Training
The BAS 60 system maintained a structured progression of alert levels, beginning with peacetime readiness characterized by minimal staffing at krigsflygbaser through small bastropp units responsible for basic maintenance and surveillance. Upon national call-up during heightened preparedness (beredskapshöjning), full mobilization of basbataljoner—comprising 1,200–1,500 personnel, primarily conscripts (värnpliktiga) and technicians—enabled rapid dispersal and rebasing of aircraft from main flottiljer to wartime bases.[1] This activation process involved mobilization times varying between 12 and 72 hours.[10] supporting swift transition to wartime operations. Conscript training formed the core of personnel preparation, with värnpliktiga serving 12-month terms at stationskompanier and divided into four annual intakes to sustain a steady flow of trained individuals. These recruits received instruction in essential tasks such as aircraft arming (klargöring), maintenance (underhåll), and base operations, directly integrating into basbataljon structures for wartime functionality. Annual exercises, including Flygvapnets Övning (FVÖ) series initiated in the 1950s, simulated aircraft dispersal to remote bases, base defense against simulated attacks, and rapid deployment protocols to build proficiency in high-threat environments.[1] Drills under BAS 60 emphasized coordination with the Stril 60 air surveillance and control system, incorporating live-fire scenarios, relocation to dispersal sites, and integrated command using radar data alongside optical air surveillance for comprehensive air defense training. The battalion units served as the primary mobilized force for these operations, ensuring seamless execution across the dispersed network.[1] Maintaining skills amid limited peacetime staffing presented ongoing challenges, as full basbataljoner were only assembled during alerts or exercises, leaving routine operations understaffed. Rotation policies mitigated this by incorporating reserve reinforcements from former conscripts via beredskapskontrakt agreements, assigning 2–3 technicians and 10–15 värnpliktiga per bastrupp to sustain expertise and operational continuity. Early implementation hurdles, including delays in telephone systems and equipment delivery, further strained training timelines and skill development.[1]Road Runways and Reserves
Construction and Features
The road runways of the BAS 60 system were constructed as auxiliary dispersal sites by widening selected sections of existing highways to support fighter aircraft operations during wartime. Approximately 30 such runways were built, with typical lengths ranging from 1,500 to 2,000 meters to accommodate takeoffs and landings of jet fighters like the Saab 37 Viggen.[7] These runways were permanently reinforced with paving materials to enhance load-bearing capacity and withstand the stresses of high-performance aircraft, enabling rapid deployment with minimal additional infrastructure changes.[7] Construction occurred primarily during the 1960s and 1970s, aligning with the rollout of the BAS 60 dispersal strategy to counter potential Soviet air strikes. Projects often utilized nearby existing roads for efficiency, as exemplified by the Revinge site along S17, completed in 1967.[7] Civilian contractors were employed for much of the work, focusing on blast-resistant paving materials to protect against explosive damage while minimizing disruption to civilian traffic in peacetime.[11] Key features included camouflaged positions to conceal aircraft from aerial reconnaissance, lighting systems for low-visibility operations, and prepositioned fuel and supplies drawn from main bases to sustain operations. These elements allowed squadrons to disperse quickly, refuel, rearm, and return to combat, integrating seamlessly into the broader BAS 60 concept of survivable air power projection.[1]Integration with Main Bases
The road runways of the Bas 60 system functioned as strategic extensions of the main air bases, forming a dispersed network that bolstered the Swedish Air Force's survivability by distributing aircraft assets across the national infrastructure during potential conflicts. This integration transformed selected highways and rural roads into operational airstrips, allowing fighters to relocate from primary bases to avoid detection and destruction by enemy forces. The approach relied on the prior designation and minimal preparation of these routes, enabling the air force to maintain combat readiness without relying solely on vulnerable centralized facilities.[3] Under dispersal protocols, aircraft were routed to designated road runways immediately upon alerts of heightened threats, dispersing squadrons to predefined sites to preserve force strength. At these locations, turnaround for refueling and rearming was achieved in approximately 10 minutes using mobile ground crews and pre-positioned equipment, facilitating rapid redeployment for defensive sorties.[1] This process supported sustained operations by minimizing downtime and leveraging the simplicity of the road-based setup. Coordination with the nearest main bases occurred through tactical leadership facilities (TLF) and command/control units (KC), which handled air traffic deconfliction, resource allocation, and real-time situational updates to ensure safe and efficient integration into the broader network. These links allowed road sites to draw logistical support from primary installations while operating semi-independently.[3] However, road runways exhibited limitations such as greater security vulnerabilities due to their exposed positions and lack of hardening, making them susceptible to rapid enemy targeting compared to fortified main bases. They were primarily employed in scenarios involving attacks on central airfields, providing backup capacity for squadron-level operations to uphold national air defense.[3]Evolution and Legacy
Transition to Bas 90
During the 1970s, the Swedish Air Force initiated planning for Bas 90 as an evolutionary upgrade to the Bas 60 system, which served as the foundational dispersed air base layout.[3] This development focused on enhancing survivability against evolving threats, with full rollout occurring by the 1980s and expanding the network to around 200 air bases overall, building on elements of the Bas 60 system.[12] Key advancements included greater automation through mobile ground crews equipped with motorized vehicles and trailers for swift deployment, improved radar and communication integration to facilitate coordinated operations across dispersed sites, and an expanded road network incorporating reinforced public highways and short auxiliary runways (typically 800 meters) adjacent to main airfields.[3][13] A significant shift in Bas 90 was toward smaller, more dispersed operational units, limiting each base to one squadron of 8-12 aircraft to minimize vulnerability, with flightlines and runways positioned far apart—often separated by forests for camouflage.[13] This design replaced Bas 60's more centralized fixed repair facilities with fully mobile maintenance teams capable of refueling and rearming aircraft in under 10 minutes using trucks and vans.[3] Additionally, the introduction of mobile command posts enabled flexible control from hardened or relocatable positions, supporting rapid response in contested environments.[12] The rationale for these changes stemmed from assessments of advancing Soviet capabilities, particularly precision strikes by long-range bombers like the Su-24, which outpaced Bas 60's nuclear-focused defenses and threatened concentrated assets.[3] Bas 90's dispersed, austere basing adapted to this by complicating enemy targeting and enabling quick sorties from hidden locations.[13] It also aligned with the introduction of advanced aircraft such as the JA 37 Viggen, whose short takeoff and landing (STOL) features—leveraging delta wings and thrust reversers—were optimized for the system's shorter, improvised runways (around 800 meters or less).[12]Post-Cold War Status
Following the end of the Cold War, the BAS 60 system underwent significant demilitarization starting in the early 1990s, driven by reduced geopolitical threats and substantial budget constraints within the Swedish Armed Forces. The LEMO reform process, initiated in the mid-1990s, led to the closure of numerous air bases and the halving of military units and personnel, rendering most BAS 60 facilities obsolete by the early 2000s as Sweden shifted toward a more input-focused defense strategy.[14] Specific closures included F 10 at Ängelholm in 2002 and F 16 at Uppsala in 2003, part of a broader rationalization that scrapped the dispersal-based infrastructure.[15][16] Many decommissioned BAS 60 sites were repurposed for civilian or alternative military uses, reflecting their legacy as adaptable infrastructure. For instance, the Uppsala F 16 base's airfield was retained and redesignated as Ärna Airport, serving general aviation and civilian operations while hosting occasional military activities. Similarly, the former Säve Depå air base near Gothenburg transitioned into a civilian airport in 1984, with its underground bunkers converted into the Aeroseum aviation museum in 2001 to showcase Cold War aviation history.[17] Other facilities, particularly road runways, were either abandoned or repurposed for ongoing training, allowing the Swedish Air Force to maintain dispersal capabilities without full-time maintenance.[18] As of 2025, discussions on reactivating BAS 60 elements remain minimal, with emphasis instead on remnants of the successor BAS 90 system amid Sweden's deepened NATO integration following its 2024 accession. Road runways continue to support periodic exercises, such as NATO's Agile Combat Employment drills in 2025, focusing on rapid dispersal rather than comprehensive revival.[19][20] The Bas 60 and Bas 90 concepts have influenced modern NATO dispersed operations, including Agile Combat Employment strategies demonstrated in 2025 exercises.[19] Environmental remediation and historical preservation efforts have accompanied demilitarization, addressing contamination and safeguarding cultural value. Cleanup initiatives in the 2000s involved removing hazardous materials, barbed wire, and overgrowth from bunkers and sites to mitigate safety risks and enable repurposing, coordinated by the National Property Board.[14] The Swedish Fortifications Agency and National Heritage Board designated select BAS 60-related structures as nationally significant in the late 1990s, leading to documentation projects and limited tourist access, such as at preserved coastal defense sites integrated with air base histories.[14] A 2007 National Property Board report evaluated 17 major Cold War bases for long-term management, prioritizing heritage over demolition.[14]Facilities
Air Bases
The Bas 60 system encompassed approximately 40 primary ordinary krigsflygbaser (O-baser), designed as fortified wartime air bases with permanent runways typically measuring 2000 meters in length and supporting squadrons of up to 12 jet aircraft, such as the Saab 35 Draken or later the Saab 37 Viggen. These bases were constructed or upgraded primarily between the late 1930s and 1970s, with many originating as pre-World War II fields that were adapted under the Bas 60 framework starting in 1958 to enable rapid dispersal and survivability against aerial attacks. Geographically, the bases were distributed across Sweden to ensure nationwide coverage, with concentrations in southern counties (e.g., Skåne and Småland) for fighter operations, central regions for mixed roles, and northern Norrland for strategic depth, supplemented by road runways for additional flexibility.[7] The following table catalogs the primary Bas 60 air bases, including their Anläggning (Anl) designations where documented, field designations (Fält), names, locations, counties (län), and construction years; most are now decommissioned or repurposed for civilian use post-Cold War, though a few retain limited military functions. Data on specific sites like Anl 105 Moholm (associated with Fält 8 Moholm/Bällefors) draws from historical records, addressing earlier gaps in pre-Bas 60 documentation. Squadron capacities were standardized at 12 aircraft per base, with infrastructure including hardened command centers (KC) 1-10 km from runways and dispersal areas for aircraft protection. Locations have been filled from available records; Anl numbers are partial based on known sources.[7]| Anl | Fält | Name | Location | Län | Construction Year |
|---|---|---|---|---|---|
| 111 | 1 | Sjöbo/Björka | Sjöbo | M | 1939 |
| - | 3 | Ripa | Ripa, Luleå vicinity | L | 1939 |
| 107 | 4 | Kristianstad/Everöd | Everöd, Kristianstad | L | 1939 |
| - | 5 | Badened | Badene, Västergötland | R | 1939 |
| - | 6 | Hasslösa | Hasslösa, Skåne | R | 1939 |
| 105 | 8 | Moholm/Bällefors | Moholm | R | 1939 |
| - | 10 | Larslund/Enstaberga | Enstaberga, Jönköping | D | 1939 |
| - | 11 | Ölme | Ölme, Värmland | S | 1940 |
| - | 12 | Väsby | Väsby, Södermanland | C | 1939 |
| - | 13 | Gryttjom | Gryttjom, Södermanland | C | 1939 |
| 109 | 14 | Tierp/Nygård | Tierp | C | 1939 |
| 136 | 15 | Borlänge/Rommehed | Rommehed, Borlänge | W | 1926 |
| - | 16 | Brattforsheden | Brattforsheden, Värmland | S | 1939 |
| - | 17 | Vännäs | Vännäs, Västerbotten | AC | 1922 |
| - | 20 | Råda/Björnegården | Råda, Västra Götaland | R | 1940 |
| - | 21 | Lidköping/Hovby | Hovby, Lidköping | R | 1940 |
| - | 22 | Sävare | Sävare, Västra Götaland | R | 1940 |
| - | 23 | Sundbro | Sundbro, Södermanland | C | 1940 |
| - | 24 | Viksta/Sommaränge | Sommaränge, Uppsala | C | 1940 |
| - | 25 | Orsa/Tallhed | Tallhed, Orsa | W | 1940 |
| - | 26 | Östersund/Optand | Optand, Östersund | Z | 1940 |
| 127 | 27 | Strömsund/Hallviken | Hallviken, Strömsund | Z | 1940 |
| 102 | 28 | Gunnarn/Hedlunda | Hedlunda, Gunnarn | AC | 1941 |
| - | 29 | Storberg | Storberg, Norrbotten | BD | 1941 |
| - | 30 | Moskosel/Malmesjaure | Malmesjaure, Moskosel | BD | 1941 |
| - | 31 | Unbyn | Unbyn, Norrbotten | BD | 1940 |
| - | 32 | Heden/Övre Heden | Övre Heden, Dalarna | BD | 1940 |
| - | 33 | Gällivare/Kavaheden | Kavaheden, Gällivare | BD | 1941 |
| - | 34 | Kalixfors | Kalixfors, Norrbotten | BD | 1941 |
| 135 | 35 | Söderhamn/Mohed | Mohed, Söderhamn | X | 1941 |
| - | 36 | Åkerby/Gräve | Gräve, Östergötland | T | 1940 |
| - | 37 | Hultsfred | Hultsfred | H | 1942 |
| - | 38 | Forsvik/Humsjöhult | Humsjöhult, Forsvik | R | 1941 |
| - | 39 | Överkalix/Naisheden | Naisheden, Överkalix | BD | 1942 |
| - | 40 | Fällfors | Fällfors, Västerbotten | AC | 1955 |
| - | 41 | Åmsele | Åmsele, Västerbotten | AC | 1960 |
| - | 42 | Vidsel | Vidsel, Norrbotten | BD | 1959 |
| 128 | 43 | Kramfors/Sollefteå | Sollefteå, Kramfors | Y | 1974 |
| - | 44 | Kubbe | Kubbe, Västernorrland | Y | 1960 |
| - | 45 | Sättna | Sättna, Västernorrland | Y | 1964 |
| - | 46 | Färila | Färila, Gävleborg | X | 1963 |
| - | 48 | Piteå | Piteå, Norrbotten | BD | 1968 |
| 189 | 49 | Jokkmokk | Jokkmokk, Norrbotten | BD | 1979 |
| - | 52 | Gävle-Sandviken | Sandviken, Gävleborg | X | 1971 |
| 195 | 54 | Gimo | Gimo, Uppsala | C | 1960 |
| 143 | 56 | Eskilstuna/Kjula | Kjula, Eskilstuna | D | 1962 |
| - | 57 | Strängnäs/Malmby | Malmby, Strängnäs | D | 1963 |
| - | 58 | Björkvik | Björkvik, Södermanland | D | 1967 |
| - | 81 | Sjöbo/Tågra | Tågra, Sjöbo | M | 1958 |
| - | 83 | Ålem | Ålem, Kalmar | H | 1962 |
| - | 84 | Knislinge | Knislinge, Skåne | L | 1964 |
| 118 | 85 | Byholma | Byholma, Jönköping | G | 1962 |
| - | 87 | Kosta | Kosta, Kronoberg | G | 1964 |
| 116 | 88 | Uråsa | Uråsa, Kronoberg | G | 1959 |
| 138 | 89 | Eneryda/Lidhult | Lidhult, Eneryda | G | 1959 |
Road Runways
The Bas 60 system incorporated approximately 30 auxiliary road runways, known as reservvägbaser, designed as reinforced highway segments to serve as emergency landing strips for fighter aircraft, enabling dispersal from primary bases to mitigate vulnerability to nuclear strikes.[21] These sites were typically 2,000 meters long and 22-24 meters wide, with parallel lanes reinforced using concrete slabs or asphalt overlays for load-bearing capacity up to 20 tons per wheel, and were equipped with basic facilities like fuel depots and ammunition storage activated by base battalions during mobilization.[21] Construction occurred primarily between 1963 and 1967, with most classified as Type C bases offering full operational support, though a few like B0 on Gotland were shorter and tailored for transport aircraft.[21] The following table enumerates the key road runways, including designations, locations, lengths, and associated main bases (F-series designations for Flygflottiljer); blanks indicate undocumented details from available records.[21]| Designation | Location | Length (m) | Associated Main Base | Construction Year |
|---|---|---|---|---|
| S32 | Åhus | 2,000 | F 10 (Ängelholm) | 1963 |
| S41 | Gysinge | 2,000 | F 14 (Halmstad) | 1964 |
| - | Klockrike | 2,000 | F 3 (Malmen) | 1964 |
| - | Alingsås | 2,000 | F 7 (Såtenäs) | 1964 |
| - | Norrala | 2,000 | F 15 (Söderhamn) | 1965 |
| R8 | Mokorset | 2,600 | F 16 (Uppsala) | 1965 |
| S97 | Åland | 2,000 | F 1 (Västerås) | 1965 |
| - | Heby | 2,000 | F 16 (Uppsala) | 1965 |
| B32 | Tillinge | 2,000 | F 1 (Västerås) | 1965 |
| - | Björklinge | 2,000 | F 16 (Uppsala) | 1966 |
| S21 | Falkenberg | 2,000 | F 14 (Halmstad) | 1965 |
| - | Sjöbo | 2,000 | F 10 (Ängelholm) | 1965 |
| S71 | Jämjö | 2,000 | F 17 (Kallinge) | 1966 |
| S47 | Åkarp | 1,521 | F 10 (Ängelholm) | 1964 |
| S56 | Kungälv | 1,860 | F 7 (Såtenäs) | 1965 |
| S61 | Rinkaby | 1,700 | F 17 (Kallinge) | 1965 |
| S65 | Finnträsk | 2,000 | F 18 (Luleå) | 1965-1966 |
| R19 | Örnsköldsvik/Överhörnäs | 2,000 | F 19 (Örnsköldsvik) | 1964-1966 |
| S95 | Gimo | 2,000 | F 16 (Uppsala) | 1964-1966 |
| S11 | Tokebo | 2,000 | F 10 (Ängelholm) | 1966-1967 |
| S46 | Hovmantorp | 2,000 | F 8 (Barkarby) | 1966-1967 |
| - | Hallabro | 2,000 | F 17 (Kallinge) | 1966-1967 |
| R91 | Vidsel | 2,000 | F 21 (Kiruna) | 1967 (planned) |
| - | Jämtkrogen | 2,000 | F 4 (Frösön) | 1967 (planned) |
| B31 | Sillbo-Siggeberg | 2,000 | F 1 (Västerås) | 1967 (planned) |
| - | Stenkvista | 2,000 | F 1 (Västerås) | 1967 (planned) |
| - | Häradstorp | 2,000 | F 3 (Malmen) | 1967 (planned) |
| - | Sjösa-Ånga | 2,000 | F 3 (Malmen) | 1967 (planned) |
| - | Mariestad | 2,000 | F 7 (Såtenäs) | 1967 (planned) |
| - | Hjo | 2,000 | F 7 (Såtenäs) | 1967 (planned) |
| S67 | Ljungby | 2,000 | F 8 (Barkarby) | 1967 (planned) |
| S17 | Revinge | 2,000 | F 10 (Ängelholm) | 1967 (planned) |
| - | Långträsk | 2,000 | F 21 (Kiruna) | 1966-1967 |
| - | Bjurholm | 2,000 | F 20 (Boden) | 1966-1967 |
| S81 | Älvkarleby | 2,000 | F 16 (Uppsala) | 1966-1967 |
| - | Skärplinge | 2,000 | F 16 (Uppsala) | 1966-1967 |
| B0 | Gotland (Vestkinde-Bro) | 1,500 | Visby (transport) | 1964 |