Shipbucket

It wasn't supposed to be that big... but as usual, once I started it, it spiralled out of control... XD

General note: original names of Soviet hydrofoils are complicated matter. Typically they were given names in standardized (sort-of) format: type name with number after hyphen, but not always (rather: quite rarely) in sequence, with numbers partially repeating themselves (XXX-1 and XXX-01, for example) or even completely repeating themselves but with name written in Russian or Latin alphabet (for example there was both Колхида-2 and Kolhida-2).

Pr. 340 Raketa

Pr. 340 Raketa (Rocket)-class hydrofoils were first commercially-operated passenger hydrofoils of Soviet manufacture. They were designed at the design bureau headed by Rostislav Ye. Alekseyev (known for his work on ekranoplans) and built at the Krasnoye Sormovo shipyard at then-Gorky (now Nizhny Novgorod) and later at Morye shipyard at Feodosia (on Crimea). Their introduction was heavily used by propaganda as a showcase of the achievments of Soviet science and technology, with first hydrofoil being demonstrated to premier Nikita S. Khrushchev and exhibited at the VI International Festival of Youth and Students, as well as on Expo '58 fair in Brussels. Some 389 were built in several variants between 1957 and 1970, including around 30 for export (some more were later exported second-hand), both to friendly Eastern-Bloc countries, and behind the Iron Curtain, among others to Germany and Great Britain. Rockets were used primarily on rivers and other inland waters, but some users operated them also on bays and protected coastal waters, also, some were converted to high-speed firefighting boats (Pr. 340P Raketa-P) and at least one was used by the KGB. Raketas largely disappeared from scheduled services by now, though some are still in limited operation for sightseeing tours.

First of the class, Raketa-1 was introduced in 1957 and was operated from Gorki until early 1980s (by Moskovskoye Rechnoye Parohodstvo) when it was retired and although initially it was intended to preserve it as monument, it was eventually scrapped after 1985.

Russia, Raketa-1 (Pr. 340), 1958 and 1976



Raketa-4 (yard no. 3) was built in 1959 and sent to Irkutsk to carry passengers on Angara river for Vostochno-Sibirskoye Rechnoye Parohodstvo. It was scrapped around 1991.

Russia, Raketa-4 (Pr. 340), 1979


Raketa-23 (yard no. 213) was used between 1960 and 1986 on Yenisei between Krasnoyarsk and Divnogorsk for Engelskoye Rechnoye Parohodstvo.

Russia, Raketa-23 (Pr. 340), 1966


Raketa-47 (yard no. 227) was built in 1961 to serve between Leningrad and Petrodvorets (Peterhof) until 1985. During next three seasons it was used to transport Severo-Zapadnoye Rechnoye Parohodstvo's own personnel and in 1989 was scrapped.

Russia, Raketa-47 (Pr. 340), 1988


Raketa-180 (yard no. 458) was built in 1968 for Volzhskoye Obyedinonnoye Rechnoye Parohodstvo (Volgograd) and remained in use until mid-to-late 1990s. In 2004 an attempt was made to reintroduce it into service, but apparently it failed and in 2012 she was scrapped.

Russia, Raketa-180 (Pr. 340), 1969


Raketa-185 (yard no. 465) was built in 1969 and used on lines around Moscow by Moskovskoye Rechnoye Parohodstvo. In 1995 she was sold to Stolichnaya Shipping Company and in 2008 underwent a general refit. From 2016 she was stored on the slipway together with Raketa-191 and in 2018 were both refloated, although in July of that year 191 sunk and dragged with her 185 under water. After that both were scrapped.

Russia, Raketa-185 (Pr. 340E), 2012


Built in 1974, Raketa-246 (yard no. 546) was used around Moscow by MRP, and in 1994 was (like the ill-fated 185) purchased by Stolichnaya Shipping Company, originally on regular routes and from 2006 for sightseeing tours. In 2010, as a result of skipper's error, vessel hit the quay and suffered serious damage, after which she was used as source of spare parts and was finally scrapped in 2013.

Russia, Raketa-246 (Pr. 340E), 2009


Built in 1966, Raketa-141M (yard no. 402) was owned by Volzhskoye Obyedinonnoye Rechnoye Parohodstvo for Volgograd-Pokrovka and Volgograd-Chertkovskiy Yar lines. Retired in 1990s, in 2004 an attempt to recommission her was made, but apparently unsuccesful and in 2012 she was scrapped.

Russia, Raketa-141M (Pr. 340ME), 1967


Raketa-163M (yard no. 426) after completion in 1967 was used by Volzhskoye Obyedinonnoye Rechnoye Parohodstvo until in 1970 was transferred to Pechorskoye Rechnoye Parohodstvo and operated between Naryan-Mar and Shchelyayur in Russian Far North. She turned out to be quite long-lasting there, being used until 2005, retired in 2008 and scrapped 4 years later.

Russia, Raketa-163M (Pr. 340ME), 1967


One of around 10 firefighting Pr. 340Ps, the Raketa-01P was built in 1975 for Ministry of Internal Affairs (MVD) and attached to Upravleniye Gosudarstvennoy Protivopozharnoy Sluzhby of Leningrad (later St. Peterburg) until after reorganization of emergency services in 2002 it was transferred to Ministry of Emergency Situations (MChS, EMERCOM) in 5-y Otryad Federalnoy Protivopozharnoy Sluzhby po gorodu Sankt-Peterburgu but year later she suffered damage during rescue operation near Kotlin island and was retired. For next 8 year the vessel languished on the shore until in 2011 was repaired at installed as exhibit.

Russia, Raketa-01P (Pr. 340P), 1969



Number of Raketas were inherited by post-Soviet states, although rather few were used due to their age. One of these that apparently was in operation in Ukraine was Kosmonavt in early 200s (details unkcertain).

Ukraine, Kosmonavt (Pr. 340E ?), 2000s


Another "inherited" hydrofoil was Raketa-04 used in Lithuania. She was built in 1964 (yard no. 333 or 334) for Nyemanskoye Rechnoye Parohodstvo and stationed in Kaunas. For over decade and a half she operated under Lithuanian flag, suffering a collision with a tugboat near Kaliningrad in 2005. Repaired, in 2006 she was sold Poland as Rakieta-04 (see below).

Lithuania, Raketa-04 (Pr. 340ME), 2006



Austria had just one Pr. 340E hydrofoil, built in 1967 (yard no. 436) and named Dolphin (Delphin?). In 1976 it was sold to Hungary as Sirály III and used there until scrapped in 1985 (see below).

Austria, Dolphin (Pr. 340E), 1970s


Up to 6 Raketas were used in Bulgaria on Danube from early 1960s to 1970s, but only two seems to be identifiable - Raketa-1 (yard no. 291) and Raketa-2 (yard no. 343).

Bulgaria, Raketa-1 (Pr. 340), 1969


Czechoslovak shipping line Československá Plavba Dunajska had 3 Raketas, all of the Pr. 340E version and all were based at Bratislava. Praha was second of these and not too long after introduction it was renamed (oh, so originally) Raketa II. It remained in use until 1983 though "on the books" it remained for much longer, in 1987 being renamed Trajan and in 2008 (already in Slovakia) as Kolinea but rather as floating restaurant than actual ship - also in 1980s or 1990s it was converted into ordinary displacement ship.

Czechoslovakia, Praha (Pr. 340E), 1965


Two hydrofoils of the type went to Finland, one directly, one as second-hand. Tehi (yard no. 274) was purchased in 1962 to be used on Lake Päijänne between Jyväskylä and Lahti by Paijanteen Hydrofoil Co.. It served on this line until 1983 when it was sold to Rantanen Arja K KY who converted it to "ordinary" ship and renamed Suvi-Tuuli. Since then she changed hands several times (to Suvilaivat KY in 1989, Tuusvesi Oy in 2010 and finally FriendShip Cruises in 2016), but it remains in operational condition and is available for tourist cruises, currently based at Porvoo. Second Finnish Pr. 340 (340ME to be precise) was built in 1963 (yard no. 314) and was operated from Tartu until 1993 (as Raketa-1M and Raketa-314) when it was sold to Finland's M.S. Suvetar Oy as Raketa, then Suvijet from 1995 and then purchased by Royal Line in 2001 as Rosetta. Current owner had it heavily rebuilt with bridge being moved towards bow and she remains in use on Lake Vesijärvi.

Finland, Tehi (Pr. 340), 1970


Finland, Suvijet (Pr. 340ME), 1998


Finland, Rosetta (Pr. 340ME), 2015


Up to 3 Raketas were used on West German inland waters, but 2 of these seemed to be there rather for promotional/trials purposes in late 1960s. Remaining one, the Raketa Rheinpfeil (Pr. 340E, yard no. 502) was delivered in 1972 for Köln-Düsseldorfer Rheinschiffahrt AG, mostly to be used between these two cities, but also to Koblens, Boppard and Mainz. In 1998 she was sold to The Netherlands (see below).

Germany, Raketa Rheinpfeil (Pr. 340E), 1978


Three Raketas (of the Pr. 340E and ME versions but with some modifications for which they are sometimes named as Pr. 340T) were used in Great Britain by Speed Hydrofoils Ltd (owned, in turn by Airavia Ltd). Delivered in 1973, they were named Raketa Greenwich (yard no. 534), Raketa Westminster (yard. no 537?) and Raketa Greenwich (yard no. 553) and operated between London's St. Katherine Dock and places ranging from Westminster to Gravesend. Costs of operation (primarily of spare parts) exceeded profits and after just several years the company went bankrupt, with hydrofoils being re-sold: Greenwich to Philippines and remaining two to Poland (see below).

Great Britain, Raketa Thames (Pr. 340T), 1974


Hungarian company MAHART had 3 Raketas, 2 purchased directly (yard no. 283 and 290) and operated between 1962 and 1983, while third was bought second-hand (from Austria, see above) in 1976 and used until 1985. All were named Sirály (Seagull) with consecutive (roman) numbers.

Hungary, Sirály I (Pr. 340E), 1975


As mentioned, German Raketa Rheinpfeil was sold in 1998 to The Netherlands (Reederei Verkerk Charter Partyships B.V.) and seems to have limited use (since 2008 as Raketa-72) for cruises of any kind, conversion to party ship dragged on and apparently she ended as an accommodation barge.

The Netherlands, Raketa-72 (Pr. 340E), ca. 2000


Because in the 1960s Poland was attempting to develop passenger hydrofoils of domestic design, she was not interested in purchase of Pr. 340 Raketa hydrofoils when they were initially offered for export in early 1960s. Despite that, Polish shipping companies eventually became operators of the type (with at least 5 being obtained), although all of these hydrofoils were second hand. First two (of the Pr. 340T variant) were bought in 1977 from the bankrupt British line Speed Hydrofoils Ltd that previously operated them in the Greater London area. They were Raketa Westminster (yard no. 537) and Raketa Thames (yard no. 553) - renamed Bogna (female name) and Rakieta-553 (possibly name Sława or Sawa could be applied to her and one source suggest 3rd Raketa used in that period) respectively and used by Żegluga Szczecińska mainly on Szczecin - Świnoujście line. Oddly, information about their future fate is extremely hard to find and it can be only assumed that they didn't survived the economic downturn of early 1990s. Further three Raketas arrived in Poland only after the break-up of the Soviet Union, all three coming from Lithuania and being of the Pr. 340ME type. Also, this time the operator was Żegluga Gdańska which used them from the Elbląg port on lines around the Gulf of Gdańsk, both to Polish ports and to Kaliningrad exclave. These hydrofoils were Raketa/Rakieta-02 (yard no. 312?) built in 1962 and purchased in 1997, Raketa/Rakieta-04 (yard no. 333 or 334) built in 1962 and obtained in 2006 and finally Raketa/Rakieta-05 (yard no. 577) built in 1975 and purchased around 1997. Currently they are all out of service, with 04 and 05 being stored (in obviously worsening condition) at the maintenance yard of ŻG.

Poland, Bogna (Pr. 340T), 1978


Poland, Rakieta-04 (Pr. 340ME), 2006


Romania was a significant user with up to 8 hydrofoils, but their details are hard to establish. Rapid was built in 1970 (yard no. around 480) and operated on Braila line. It's eventual fate is unclear. Names of other vessels were: Expres, Tismana (river), Sageata (Arrow), Venus, Fulger (Lightning), Olănești (river), Steaua (Star).

Romania, Rapid (Pr. 340E), 1971


At least 4, perhaps 5 Raketas were exported to Yugoslavia: Novi Sad, Smederevo, Ljubljana, Sarajevo in 1962-1967. Smederevo (yard no. in 400+ range) was built in 1963 and in 1970 she suffered a collision with a dredger that ended in 2 deaths and 39 people wounded, including 21 seriously. Afterwards ship was repaired and returned to Belgrade - Tekija line until 1986. Then it was bought by tourist company Jugoturs and in 1992 renamed Sveti Nikola (Saint Nicolas) and operated for some more years, although now it seems to be in rather poor condition.

Yugoslavia, Smederevo (Pr. 340E), 1969


Serbia, Sveti Nikola (Pr. 340E), 2007


Additionaly Raketas were used in Nicaragua (delivered in 1993: Nicaraguita-P01, ex-Raketa-04 Vladimir Kolesnik built in 1973, yard no. 538; Nicaraguita-P02, ex-Raketa-06 Semyon Krivoshein built in 1975, yard no. 558; Nicaraguita-P03, ex-Raketa-08 Vladimir Michkevich built in 1976, yard no. 589; Nicaraguita-P04, ex-Raketa-05 Mikhail Moroz built in 1974, yard no. 554), Philippines (one of ex-British vessels) and Canada (for promotional purposes only), but visual sources are lacking.




Pr. 342 Meteor

Second series-produced Soviet passenger hydrofoil was family of Pr. 342 vessels. Built in two classes: riverine Meteor and seagoing Kometa, they together constitute most numerous series of hydrofoils with well over 400 built.
Designed at R. Alekseev bureau in 1959, prototype Meteor was ready for trials already in November of that year. Riverine trials were followed by trials off the coast of Crimea in the spring of 1960. Series production of Meteors commenced in 1961 in Zelenodolsk and lasted until 1990s, with last 2 vessels (of over 300 in 3 main variants: 342, 342U, 342E) being made in 2001 and 2006. Of course, by now majority of original Meteors have ended their service lives long ago, being scrapped, laid-up, posted on monuments or even ending as house boats. Before that, though they enjoyed a varied service life in number of countries, not only of former Soviet Union, but also in Eastern Bloc countries, West and Third World. Capable of carrying 78 to 123 passengers to a distance of 600 kilometers with a top speed reaching 77 km/h provided by 2 engines of (depending on type used) 800 - 1100 hp each.

First Meteor (on the hull marked without number) entered service in Volzhskoye Obyedinonnoye Rechnoye Parohodstvo in 1960. In 1965 she suffered a collision with a barge train, but damages weren't extensive and after repairs she served until December 1978 and was scrapped thereafter.

Russia, Meteor-1 (Pr. 342), 1961


Meteor-4 (yard no. 803) was commissioned into service with Severo-Zapadnoye Rechnoye Parohodstvo in 1962, homeported in Leningrad. Vessel served on the Leningrad - Zelenogorsk line until 1985 when she was put in long-term storage and was scrapped in 1991.

Russia, Meteor-4 (Pr. 342), 1970


Year 1966 saw introduction of Meteor-47 (yard no. 857) into Moskovskoye Rechnoye Parohodstvo, on the line between Moskovskoy Severnoy Rechnoy Vokzal - Bukhta Radosti until 1984. Afterwards it served between Kalinin and Uglich until 1990, when it was retired, struck from books in 1991 and for next 4 years it was used as a river cafe in Tver, before scrapping.

Russia, Meteor-47 (Pr. 342), 1967


One of the longest-serving of the original (Pr. 342) version was the Meteor-59, which was built in 1967 (yard no. 872) and operated until 1999. Originally served with Volzhskoye Obyedinonnoye Rechnoye Parohodstvo in the Tver area, in the later years she was homeported in Nizhny Novgorod and was scrapped there.

Russia, Meteor-59 (Pr. 342), 1994


Meteor-65 (yard no. 880) was one of the earliest hydrofoils of the Pr. 342E variant and was introduced in 1968. Used by Leningrad's Severo-Zapadnoye Rechnoye Parohodstvo, served until 1991 and was scrapped around 1992.

Russia, Meteor-65 (Pr. 342E), 1970


Among the Pr. 342Es operated in the Ukrainian SSR was Meteor-10 (yard no. 906), built in 1970. After several years of operation on Kiev - Zaporozhe line, in 1975 she was renamed General Karbyshev and was experimentally fitted for night-time/all-weather operations: Lotsia radar, infrared night vision device and 4 trainable headlights. Tests were conducted successful, under certain maintenance and personnel training conditions, but it seems that it wasn't put into more widespread use. Around 1988 vessel was retired and some time later installed as memorial, but was burnt down some time later.

Russia, General Karbyshev (Pr. 342E), 1976


Built in 1986 for Moskovskoye Rechnoye Parohodstvo, Meteor-210 (yard no. 084), was for many years homeported in Rybinsk. In 2002 she was obtained by Transportnaya Kompaniya «Kizhskoye Ozherel'ye» for operations on the Petrozavods - Kizhi line.

Russia, Meteor-210 (Pr. 342E), 2017


Area of St. Petersburg has nowadays likely the biggest concentration of surviving Meteors in Russia. One of them is Germes, which entered service in 1981 as Meteor-170 (yard no. 031) with Volzhskoye Obyedinonnoye Rechnoye Parohodstvo in Cheboksary. In 2003 she was sold to private line Allien LLC and received her new name, which she kept when ownership was passed to Astra Marine in 2011, which uses her - together with at least 4 siblings - to this day.

Russia, Germes (Pr. 342E), 2020


Built in 1991, Meteor-250 (yard no. 046) served in Amurskoye Rechnoye Parohodstvo from Khabarovsk. In 2005 she was renamed Kapitan Knyazev and remains in use to this day.

Russia, Kapitan Knyazev (Pr. 342E), 2020


Introduced in 1981 to Volzhskoye Obyedinonnoye Rechnoye Parohodstvo for Kozmodemyansk - Voskresenye line, Meteor-171 (yard no. 032) is now - since 2003 - owned by Neva Trevel Kompani for tours around St. Petersburg area. Several other Meteors are used by same company under common brand Zolotaya Strela (Golden Arrow)

Russia, Meteor-171 (Pr. 342E), 2021


Meteor-191, built in 1984 (Pr. 342E, yard no. 062) operated originally with Volzhskoye Obyedinonnoye Rechnoye Parohodstvo between Gorky and Kostroma. In the early 1990s it was modified to one-off Pr. 342U standard. In early 2000s it was purchased by Valaam Monastery on Ladoga Lake, a major tourist attraction (and important religious centre) and renamed Prepodobnyy Serafim (Reverend Serafim), where it still operates.

Russia, Prepodobnyy Serafim, 2007



At least 8 Meteors were used on the waterways of the Kazakh SSR, some of which survived into the independent Kazakhstan, and at least one of them, Meteor-5 (Pr. 342E, yard no. 012, built in 1980) is still operating on upper Irtysh.

Kazakhstan, Meteor-5 (Pr. 342E), 2015


Nearly 60 Meteors graced the rivers and coastal areas of Ukraine, although not necessarily all at once, and not all of them made it past 1991 and of those that did, significant part was sold abroad, leaving only fraction still in Ukrainian hands. Vessel shown below was built in 1981 (yard number 027) and operated on the Dnepr until around the end of century, when it was sold to Vietnam as Petro Express 01 and remained in service there until at least 2016.

Ukraine, Meteor-30 (Pr. 342E), 1995



Details on Bulgarian Meteors are very unclear - apparently at least 6 were used from at least 1970, named Meteor-1 to Meteor-6, likely all of Pr. 342E version, but there was also one named XII Moskovskiy Festival, though it's unclear if it wasn't one of the previous 6 that was renamed at some point.

Bulgaria, Meteor-6 (Pr. 342E), 1980s


China is largest non-former-USSR user of the class, with up to around 40 vessels (based on known names, although some could be renamed), both brand-new and second-hand (from Russia and Ukraine), mostly of Pr. 342E class. Known names are Chiang Jang (Chang Xiang) 1 - 10; Feixiang 1, -3; Hong Fei 1 - 6; Hua Long 2; Jin Shan 1 - 10; Xionfeng 1 - 2; Chongqing; Yu An, Yu Fei, Yu Fu, Yu Ping, Yu Qiang, Chang Feng, Chang Ping.

China, Jin Shan 1, ca. 2000


China, Chang Xiang, ca. 2005


China, Jin Shan 7, 2016


Czechoslovakia purchased 5 Meteors between 1977 and 1990: Meteor I Kosice, Meteor II Trnava, Meteor III Myjava, Meteor IV Modra, Meteor V Bratislava for service on the Danube. After the country's breakup, they ended up with Slovakia where at least some of them operate to this day. Of these, Trnava, as a result of the damage received in 1990 had to be repaired and upon re-entering service in 1992 was renamed Meteor Marevivo.

Czechoslovakia, Meteor II Trnava (Pr. 342E), ca. 1990


Slovakia, Meteor IV Modra (Pr. 342E), ca. 2010


There seems to have been 2 German Meteors, both being ex-Dutch units: ex-Meteoor purchased in 2001 as Rheinblitz and used for some time on the Rhine; and Flying Dutchman which was used around 2007 in Hamburg before being transferred to Poland. (see below)

Germany, Rheinblitz (Pr. 342), ca. 2003


One of more substantial operators of Meteor was Greece, which used 8 of them (all of Pr. 342E variant), purchased second-hand from Ukraine. In 1992-1993 line Dimotiki Piraiki purchased 3 vessels: Meteor-22 (yard no. 975, built in 1977) renamed Nattem X and in 2002 Ploes (scrapped at unknown time); Meteor-23 (yard no. 981, built in 1977) renamed Nattem XII, then in 2000 renamed Lion of Piraeus II and within few years scrapped; Meteor-25 (yard no. 983, built in 1978) renamed Nattem XI and in 2009 Lion of Piraeus I before being scrapped not too long afterwards. Sea Falcon Lines - Highspeed bought 4 vessels (2 in 1993, 1 in 1995 and 1 in 1999): Meteor-29 (yard no. 015, built in 1980) renamed Falcon III then Olympos in 2002 and Tarti in 2005 and finally scrapped in 2019; Meteor-35 (yard no. 069, built in 1985) renamed Falcon IV (scrapped); Meteor-18 / Shota Gogorishvili (yard no. 942, built in 1974), renamed Falcon II and scrapped after 2010; Meteor-19 (yard no. 949, built in 1975) renamed Falcon I (scrapped at some point). Finally, single vessel (Meteor-15 / Geroi Tripolya, yard no. 930, built in 1973) was purchased by unidentified company in 1993 and renamed Perama - apparently it's out of service too.

Greece, Falcon II (Pr. 342E), 2008


Hungary had 3 Meteors in total. Two of them were bought factory-fresh: Sólyom I (Falcon, Pr. 342) (yard no. 899) in 1970 and Sólyom II (Pr. 342E) (yard no. 006) in 1988 for the MAHART line. First of these hydrofoils was retired in 1997, but in 2004 Prins Willem-Alexander (Pr. 342E, yard no. 053, built in 1992) was bought from The Netherlands (see below) and renamed Sólyom III.

Hungary, Sólyom I (Pr. 342), 1983


Apparently at least 3 Meteors were used at various times in The Netherlands. First of them was Meteoor, built either in 1975 or 1989 (yes, significant spread) and operated until 2001 when it was sold to Germany as Rheinblitz (see above). Two more were purchased in 1992, both of Pr. 342E class: Prins Willem-Alexander (yard no. 053) and Flying Dutchman (yard no. 059). First of them was sold in 2004 to Hungary as Sólyom III (see above), while second was briefly owned by an operator in Hamburg around 2007 (under the same name) before being transferred in 2008 to Poland as Bosman Express (see below). Additionaly, it should be noted that in 1971 one Meteor was trialled at Scheveningen.

Netherlands, Flying Dutchman (Pr. 342E), 1994


In mid-1970s Polish Kometas were joined by 4 Meteors, all of the Pr. 342E model. Originally numbered Meteor-2 to -5 (no idea why apparently there was no Meteor-1), in they were all renamed with female names in 1976. Meteor-2 (built in 1973, yard no. 923) was renamed Adriana; Meteor-3 (built in 1974, yard no. 935) became Sylwia, Meteor-4 (built in 1975, yard no. 950) became Marzena and Meteor-5 (built in 1976) was rechristened Iwona. All these vessels belonged to Żegluga Szczecińska and were operated generally between Szczecin and Świnoujście and some other tourist destinations in the Szczecin Lagoon and sometimes Bay of Pomerania. They were all retired in 1989, although it didn't meant an end to history of Meteors under Polish flag. In 2008 a small private operator brought to Szczecin former Flying Dutchman (built in 1992, yard no. 059), operated originally in The Netherlands and later briefly in Germany. Named Bosman Express, it's used with moderate success during some tourist seasons, although maintenance issues and fairly high costs mean that her use can be at best described as "intermittent".

Poland, Meteor-2 (Adriana), 1975


Poland, Bosman Express, ca. 2013


There seems to be only one Romanian Meteor (ex-Meteor-43 / Vasil Zasenko, Pr. 342E, yard no. 028, built in 1990) purchased second-hand from Ukraine some time in late 1990s and renamed Amiral-1. Now it seems to be out of use.

Romania, Amiral-1


Vietnam was a major operator of the type, with some 13 being used, mostly of the Pr. 342E type (probably with just one exception of the Pr. 342 version). Some were purchased directly from the Soviet Union in the late 1980s, but at least 9 were second-hand vessels from the Ukraine. Known names are Greenlines 03, -05, -07, -09, -11; Vina Express 1, -2, -3, -8; Petro Express 01, -02, -03, -05; BIM 1, -2 (BIM 1 later became Vina Express 8 and BIM-2 eventually became Petro Espress 05). Ship depicted below was built in 1981 (yard no. 027) and was sold from Ukraine around turn of the century. Homeported in Ho Chi Minh City, was used at least until December 2016.

Vietnam, Petro Express 01 (Pr. 342E), 2015


Yugoslav Meteors are somewhat mysterious group: only for 1 of them the name, version, yard number and construction date are known: Beograd (Pr. 342, yard no. 893, built in 1965). Also 4 other names (with pics) are known (Priština, Svetozarevo, Zaječar, Bela Ladja) but nothing more detailed can be found, except that among them 1 was of Pr. 342E variant, with yard no. 914 and was built in 1972. By now it seems that all were retired, with Bela Jadja being in recent years a floating bar/restaurant/club?

Yugoslavia, Beograd (Pr. 342), ca. 1970


Another operators of Meteors were Latvia that inherited at least 2 after the break-up of the Soviet Union, Egypt (2 vessels named Nile Foil I and II from late 1980s - possibly second-hand ones); Morocco (Meteor-42, Pr. 342E, yard no. 017, built in 1989) although the plans to introduce it to line service failed and eventually it was sunk as part of artificial reef;



Pr. 342 Kometa

Kometa - a seagoing relative of Meteor was desinged in 1961 and entered production in 1964 in shipyards in Feodosia and Poti. Kometas were made in 4 versions: Pr. 342M, 342MS, 342MT, 342ME until 1992, with over 180 made, and like their seagoing counterparts, were used in numerous countries across the World. They could carry up to 120 passengers, had a range of 600 kilometers, top speed of 60 km/h and were powered by 2 engines of 800 - 1100 hp each.

The very first Kometa (Kometa-1) was built in 1962 (yard no. 625) and spent her service life operating out of Sochi until she was retired in 1975 and scrapped not too long afterwards

Soviet Union, Kometa-1 (Pr. 342M), 1963


There were only two representatives of the Pr. 342MS sub-class. First was Kometa-10 built in 1967 (yard no. 808) and operated from Sochi until 1990s when she was scrapped. Second example was Kometa-3 built in 1969 (yard no. 817) and used by Belomorskoye-Onezhskoye Parohodstvo until 1999 when she was sold into private hands and operated until 2011 when she was retired and scrapped 2 years later.

Soviet Union, Kometa-3 (Pr. 342MS), 1977


Kometa-19 is a representative of the Pr. 342MT sub-class, built in 1973 (yard no. 831). For the first several years she belonged to Azovskoye Morskoye Parohodstvo and was homeported in Zhdanov (Mariupol), before being transferred some time in 1980s to Novorossiyskoye Morskoye Parohodstvo and was homeported in Sochi until 2002 when she was sold to Turkey, where as Trapesus-2 operates to this day.

Soviet Union, Kometa-19 (Pr. 342MT), ca. 1980


Kometa-5 was built in 1973 (yard no. 829) and until 1979 was used by Severo-Zapadnoye Rechnoye Parohodstvo in Leningrad, and afterwards by Belomorskoye-Onezhskoye Parohodstvo and her succesor organizations that operate her to this day.

Russia, Kometa-5 (Pr. 342MT), ca. 2008 and 2020




Only (apparently) Azerbaijani Kometa - quite surprisingly - was not inherited from the Soviet Union, but was originally a Bulgarian Kometa-3 (II) built in1979 (see below), then sold to Greece as Thraki IV in 1995 and only in 2006 transferred to Caspian Sea as Delfin for Azerbaijan Caspian Shipping Company, which seems to operate it to this day

Azerbaijan, Delfin (Pr. 342MT ?), ca. 2010


Estonia seems to have operated 2 Kometas, both were initially inherited by Latvia, but rather quickly sold to Estonia. Kometa-1 (built in 1979, yard no. 873) became Sinilind in 1992 and Reelika for few months in 1993 before being sold to Greece, where it operated as Samos until 2005. Kometa-2 (built in 1980, yard no. 878) became Luik in 1992 and Maarika in 1993 and, like her sister, was soon after sold to Greece as Kyklades - her current status is unknown.

Estonia, Luik (Pr. 342MT ?), ca. 1993


Even though nearly a third of all Kometas were built in Georgia, only 3 or 4 were used in this country post-independence. Kometa-51 (built in 1981, yard no. 886) was until 2010 operated by Georgian Shipping Co. from Poti, and then sold as Express Line to Metal Shipping Co. at Batumi, before being sold in 2018 to Romania. Kometa-50 (built in 1981, yard no. 712) had a very brief career - already in 1996 was put into reserve and around 1998 scrapped. Finally, the Kometa-53 seemed to have a very colorful career, at least when her flags (of convenience) were to be counted. Built in 1982 (yard no. 722), until around 2000 served in Russia, when it was sold to operator registered on St. Vincent and the Grenadines, but apparently was used in Turkey. In 2003 she was sold to Metal Shipping Co. as Express Batumi, and around 2007 seemed to raise a Sierra Leonean flag of convenience. Possibly, also the Golfinho (ex-Kometa-27/Flying Dolphin XXVI built in 1975, yard no. 846) flying the flag of Cape Verde was also, at least for some time, used in Georgia

Georgia, Express Line (Pr. 342MT), 2016



History of Albanian Kometas is bit complicated, as at least some of them seem to be actually Greek vessels, with Greek owners, operating between Greek ports and just raising Albanian flag possibly for tax or legal reasons. First two entered service under Albanian flag in 1998 - these were Kometa-48 (yard no. 884, built in 1981) and Kometa-49 (yard no. 885, built in 1981), which become Santa II and Santa III respectively, owned by Vital Shipping Co. from Durres. In 2006 Santa II was sold to Greece as Alonnisos Dolphin (where it served until 2011). 3 more vessels entered service around decade later. In 2010 Vital Shipping obtained from Greece Flying Dolphin VII (yard no. 678 built in 1978), now named Kristi (from 2014 owned by Marina Maritime SA, also in Albania), in 2011 Ionian Cruises bought Greek Flying Dolphin XV renamed Santa (yard no. 711, built in 1981), and in 2012 Vital Shipping received Greek Flying Dolphin IV (yard no. 675, built in 1975) first named Flying Dolphin Hariklia and from 2018 just Hariklia (it should be noted that this vessel for some years raised flag of Cook Islands). Additionaly, there could have been one more Albanian Kometa named Skanderbeu, which apparently burned down in 2007.

Albania, Santa III (Pr. 342MT ?), 2015


Kometa below is a peculiar case: owned by a Bahamanian-owned operator, used on British Virgin Islands (by Virgin Islands Hydrolines), carried in various periods flags of both these mentioned countries, as well as of Panama - and all of it while serving on the same line between Road Town and San Juan on Puerto Rico. Likely a Pr. 342ME, built in 1969 (yard no. 641), was originally named Hydroliner I, in 1972 was renamed Comet and retained that name until 1990s when it was scrapped.

Bahamas, Comet (Pr. 342ME), ca. 1980


Single Kometa was used in Bangladesh. Kometa-6 of the Pr. 342MT class, was built in 1974 (yard no. 833) and originally operated from Leningrad and then from Petrozavodsk. In 2010 she was sold to Bangladesh and renamed Delphinus, homeported in Chittagong.

Bangladesh, Delphinus (Pr. 342MT), ca. 2011


Bulgaria was a major operators of the class in three "generations" (and with names appropriately recycled). First generation were 11 vessels (mostly, but not exclusively of Pr. 342M class) obtained between 1965 and 1976 by Navibulgar, Varna. First of them left service already in late 1970s and all were apparently out of service by 1997. Kometa-1 (yard no. 629) entered service in 1965 and was retired in 1978 after being reviewed as completely worn-out. Numbers -2 (yard no. 630) and -3 (yard no. 631) joined in the same year and lasted until around 1989. In 1967 they were followed by -4 (yard no. 638?); -5 (yard no. 645?) in 1970, which remains in use as shore cafeteria (though not quite in best condition); -6 (yard no. 824, Pr. 342MT); -7 (yard no. 834 Pr. 342MT) sold in 1997 to Greece (as Flying I retired in 2009); -8 (yard no. 659) sold in 1993 to Greece (as Chios I until 2007); -9 (yard no. 660?) in 1974; -10 (yard no. 670?) in 1975 and sold in 1987 to Greece (as Flying Dolphin XX, later Flying Dolphin Venus, then Aegean Prince, which in 2011 was then sold to Turkey); -11 (yard no. 671?) in 1975 and also sold in 1987 to Greece (as Flying Dolphin XXI retired in 2013) and finally Kometa-12 (yard no. 680) of 1976 and sold in 1993 to Greece (as Kometa I still apparently in use). "Second generation" were 3 vessels purchased between 1977 and 1979: Kometa-1 (II) (yard no. 685, retired after 2013), Kometa-2(II) (yard no. 693, in 1995 sold to Greece as Thraki III and later Kaviros) and Kometa-3(III) (yard no. 700?, in 1995 sold to Greece as Thraki IV and in 2006 as Delfin sold to Azerbaijan - see above). Last generation are 2 second-hand Kometas obtained in 2011. Kometa-1 (III) (yard no. 699) was originally built as Krila Pirana in 1979 for Yugoslavia, then sold in 1992 to Greece (Delfini XV then Thassian Dolphin and Maria F). Kometa-2 (III) (yard no. 706) was built in 1981 as Kometa-52 and operated in USSR from Skadovsk, then sold to Greece in 1991 (as Santana then Thassian Dolphin II).

Bulgaria, Kometa-1 (Pr. 342M), ca. 1969


Single Pr. 342ME (MT?) was sold in 1970 to France (yard no. 643) and operated by Vedettes Armoricaines between Brest and numerous coastal islands along Brittany. She was scrapped around 2010.

France, Kometa (Pr. 342ME), ca. 1975


Typically for a Soviet-bloc country, East Germany also had 3 Pr. 342ME-class hydrofoils. All were built in 1974 and delivered year later, named Störtebeker I to III (yard nos. 663, 661, 662, respectively). All were homeported at Stralsund and owned by VEB Weisse Flotte. In 1992 they were sold to Greece as Flying Zeus, Flying Marianna and Flying Nassia and used there until probably at least 2005 and were later scrapped.

East Germany, Störtebeker I (Pr. 342ME), ca. 1980


At least one Kometa, named World Trader was used in Great Britain by Speed Hydrofoils Ltd (owned, in turn by Airavia Ltd), which also operated 3 Raketa-class hydrofoils (see above) in mid-1970s. Exact construction date and yard number are unclear. Her operation - for charters and on the line to Southend - suffered from the same issues as of her smaller relatives and eventually owning company went bankrupt. Eventual fate of the vessel is unknown.

Great Britain, Kometa World Trader, 1975


Largest operator of Kometas outside the Soviet Union/Russia was Greece, which used around 60 hydrofoils, or around a 1/3rd of whole production run. Some of these were purchased directly from the manufacturers, but majority were obtained second hand. Largest user were Ceres Hydrolines and later Hellas Ferries and Hellenic Seaways, which had number of vessels named Flying Dolphin with various numbers; but many were used by smaller lines. Between 1975 and 1982 18 Kometas were delivered from the manufacturer, 8 were bought from Poland between 1983 and 1992, 5 were purchased from Bulgaria between 1987 and 1997, 24 were obtained second-hand from Soviet Union/Russia and Ukraine between 1989 and 2007, 3 were bought from Germany in 1992 (ex-East German vessels) and 3 from ex-Yugoslavia in 1992 and 1993. History of 4 vessels is unclear.

Flying Dolphin 9 was built directly for Greece in 1977 (yard no. 859) and served with Ceres Hydrolines until 2000, then with Hellas Ferries until 2004, when she raised Israeli flag for 2 more years before being scrapped.

Greece, Flying Dolphin 9 (Pr. 342ME?), ca.2000


Flying Dolphin IV was also built on Greek order - in 1975, with yard no. 675. Until 2000 with Ceres Hydrolines, then Hellas Ferries until 2005, then Hellenic Seaways until 2012. In that year she was sold to Albanian operator Vital Shipping at Sarande as Flying Dolphin Hariklia, but for a time being raised (for tax and legal purposes) the flag of Cook Islands, before in 2018 raising the genuine Albanian flag as Hariklia, under which name she seems to be still operating.

Greece, Flying Dolphin 4 (Pr. 342ME?), 2008


Two (maybe 3) Kometas were sold to Iran. Arya Baz, built in 1969 (yard no. 816) was renamed in 1980 Iran Tareeghat. Second was Arya Ram, built in 1970 - it's unclear it was the same vessel that had yard no. 822 (but which apparently was built in 1971). Their eventual, post-revolutionary history is unclear, but apparently they are already long scrapped.

Iran, Arya Ram, ca. 1975


Italy was important user with 13 or 14 Kometas under their flag. First 3 were ex-Yugoslav vessels (see bleow) built in 1968 obtained by Alilauro Aliscafi del Tirreno in 1971: AliSpan Primo (ex-Lepa Vida, later named AliVulcano), AliSpan Secondo (ex-Atalanta, from 1980 AliTunisi and from 1984 AliAppolo) and AliSpan Terzo (ex-Karolina) which was sold in 1980 to Spain (see below). Between 1971 and 1973 same operator obtained 7 more vessels: AliCorsica (yard no. 648, in 1974 renamed Freccia di Vulcano), AliGiglio (yard no. 651, from 1987 AliVenere), AliSorrento (yard no. 652), Ali Elba (yard no. 650?, from 1984 AliSaturno), AliProcida (yard no. 653), AliVesuvio (yard no. 654) and AliBastia (yard no. 655, from 1982 AliConavar and from 1984 AliEros). Finally, same line apparently obtained around (pre-)1983 one more Kometa, named AliCapri (though her yard no. is unknown, so there is a possibility that it was just renaming of some other vessel), which was very soon after sold to Yugoslavia as Krila Portoroza (see below). In 1985 SNAV bought ex-Polish Wera (built in 1977, yard no. 682) renamed Freccia Pontina and in 1989 ex-Yugoslav Krila Primorske (built in 1980, yard no. 709). Lastly, there was Isola di Palmarola built in 1981 (yard no. 882), which in 1998 was renamed Vetor 944. Unfortunately, for the most part their retirement dates are unclear.

Italy, AliVesuvio (Pr. 342ME?), ca. 1975


Single Kometa was sold to Morocco. Originally this hydrofoil (built in 1965, yard no. 632?) was used for promotial purposes in Western Europe, including Great Britain. In 1968 she was sold to North Africa and there was homeported in Tangiers until 1983, operating mainly to Algeciras and Marbella until 1983 when she was scrapped.

Morocco, Sindibad (Pr. 342M), 1975


Despite the work on the Zryw hydrofoil, Ministry of Shipping decided in mid-1960s to buy a Pr. 342M Kometa class hydrofoil from the Soviet Union. Partially as a back-up and partially because the Zryw was intended for use essentialy within the Szczecin Lagoon, whereas Kometa had a capability to venture farther out to sea. Single early model vessel named Kometa-1 (yard no. 634) was delivered in 1966 to Żegluga Szczecińska. On 18 July 1970 a disgruntled laboratory worker attempted to hijack Kometa-1 from Szczecin to Sweden with use of self-procured nitroglycerin. Hijacker tried to storm the entrance to the cockpit, unaware that skipper is essentialy sitting on the hatch. In the process the nitroglycerin accidentialy exploded, immediately killing the assailant (only fatality) and wounding skipper (who was thrown out of the cockpit to the bow) and engineer. Passengers were safely evacuated. In 1976 vessel was renamed Wala (diminution of female name Walentyna) and in 1978 was transferred to the Navy to accompany Zryw on the Gdynia-Hel military line, on which she served until 1988 when she returned for few years to civilian life.
Throughout the 1970s 13 more Kometas - of the Pr. 342ME (MT) variant - were purchased by both Zegluga Gdańska and Żegluga Szczecińska, making Poland one of larger operators of the type. In 1971 Kometa-1 (yard no. 647) - in 1976 renamed Lida (female name) was delivered to Szczecin and operated there until 1991 when she was sold to Greece as Delfini III. In 1972 arrived Powiew (Whiff) (yard no. 826), which until 1988 operated from Gdańsk and was then sold to Greece as Maria. 3 hydrofoils were delivered in 1973: Kometa-3 (yard no. 656, to Szczecin), in 1976 renamed Kalina (female name but also 'viburnum') and in 1990 sold to Greece as Flying Ikaros III; Podmuch (Puff) (yard no. 657, to Gdańsk) sold in 1983 to Greece as Flying Dolphin and Poszum (Rustle) (yard no. 658) in 1988 renamed Wanda and in 1990 sold to Greece as Flying Ikaros I. Largest batch was delivered in 1975 when 5 hydrofoils arrived: Kometa-4 (yard no. 667, to Szczecin) renamed in 1976 Daria (female name) and around 1990-1992 sold to Greece as Delfini XVIII; Kometa-5 (yard no. 668, to Szczecin) year later renamed Lena (female name) and which ended her career on the breakwater at Kołobrzeg on 1 May 1987; Poryw (Gust) (yard no. 672, to Gdańsk) sold in 1990 to Greece as Aegeas; Poświst (Whistle) (yard no. uncertain, to Gdańsk) which in 1984 was transferred to the Navy as Zodiak (Zodiac) for Gdynia-Hel line until 1990s; and finally Pogwizd (Whistle) (yard no. 681, also to Gdańsk) which in 1986 become 3rd Kometa of the Polish navy and also the longest-serving, as she was retired only in 2005. Further 2 hydrofoils were purchased in 1977: Wera (female name, yard no. 682, to Szczecin) sold in 1985 to Italy as Freccia Pontina; Polot (Loftiness) (yard no. 683, to Gdańsk) briefly renamed Monika in 1990 and in the same year sold to Greece as Thisseas. Final Kometa - the Liwia (female name, yard no. 684, to Szczecin) was delivered in 1978 and was used until 1990 and year later was sold to Greece as Delfini XIX. As can be easily noticed, great majority of the class was disposed of around 1990, when economic downturn (caused by collapse of socialist economy and heavy price of transition to market economy inflicted on disposable incomes of general population and therefore their holiday habits) made their unsubsidized operation impossible.

Poland, Kometa-1 (Wala), 1970


Poland, Powiew, ca. 1980


Poland, Pogwizd, ca. 1990


Operator from Thailand bought 2 Pr. 342MT Kometas: ex-Kometa-32 (Pr. 342MT, built in 1977, yard no. 861), which between 1989 and 2009 sailed in Greece as Flying Dolphin XXI and then Flying Dolphin Athina, and ex-Flying Dolphin XII/Flying Dolphin Zeus (perhaps Pr. 342ME, built in 1978, yard no. 868) delivered in 2012. They were named Phuket Flying Dolphin 1 and 2 respectively. Status of the first is unknown, second is apparently still in use.

Thailand, Phuket Flying Dolphin (Pr. 342MT), ca. 2010


Turkey was a significant user of the type, although all vessels reached that country in bit circular ways. First to be used in Turkey was Bodrum Prenses, which was built in 1978 (yard no. 697) and initially served in Greece as Alkyonis II / Tzina II / Patmos before going to Turkey in 2000. Ayse reached the country in 2000, after serving in USSR/Russia since 1977 as Kometa-42 and Sputnik (yard no.686). Her current status is unknown. Trapesus-2 was originally Kometa-19 built in 1973 (yard no. 831) and used in Russia until 2002 when it was sold across the Black Sea (gaining her new name in 2004), where it seems to be still in use. Nzali was previously Kometa-57 / Kapitan Sharkov from 1983 (yard no. 726) and for 11 years was used in Greece as Delfini VII before she was sold ot Turkey in 2003. Kadriye first was Kometa-56 / Kapitan Strukov built in 1982 (yard no. 723), before being sold to Turkey in 2004 where she remains in use. Ege Prenses (Princess?) until 1991 operated in USSR as Kometa-40 (built in 1979, yard no. 871) and then in Greece as Flying Dolphin XXVIII and finally from 2006 in Turkey. Aegean Price until 1987 was used in Bulgaria as Kometa-10 (built in 1975, yard no. 670?) when it was sold to Greece as Flying Dolphin XX and later Flying Dolphin Venus and (from 2010) under current name, before it was sold to Turkey in 2011, where she operates to this day, although between 2015 and 2018 carrying the flag of Cook Islands and from 2018 of Togo.

Turkey, Bodrum Prenses (Pr. 342ME?), ca. 2000


As many as 22 hydrofoils were used by Yugoslavia. First half of these were bought between 1966 and 1971 for two operators. Hydrofoil line Airport Split (which in 1971 become Tour Nauticki Turizan Split and in 1976 passed all vessels to Agentstvo Dubrovnik Tour Plovni Park) had 8 Kometas: Krila Splita (yard no. 633, operated 1966-1985), Krila Jadrana (yard no. 636, operated 1968-1982), Krila Budve (yard no. 637, operated 1967-1985), Krila Dalmacije (yard no. 811, operated 1968-1988), Krila Dubrovnika (yard no. 812, operated 1968-1988), Krila Istre (yard no. 813, operated 1968-1988), Krila Zadara (yard no. 821, operated 1971-1991) and Krila Kostrene (yard no. 646, operated from 1971, in 1988 renamed Krila Dubrovnika and later passed on to Croatia where it was in use until 2005). Jardanska Expresna Plovidba (from 1971 Inex Tour Turisticka Plovidba) had 3 hydrofoils from that batch, all delivered in 1968 and sold in 1971 to Italy: Lepa Vida (yard no. 639), Atalanta (yard no. 818), Karolina (yard no. 644). Betewen 1977 and 1983 further 11 hydrofoils were purchased, 9 of which for mentioned Atlas company: Kompas Slovenije (from 1977, in 1985 sold to Kompas Slovenija and renamed Krila Sibenika and eventually passed on to Croatia), Krila Kvarnera (from 1978, burned down in 1987), Krila Pirana (delivered in 1979, sold in 1992 to Greece), Krila Kornata (yard no. 708, operated 1980-1993, sold to Greece), Krila Primorske (yard no. 709, operated 1980-1989, sold to Italy), Krila Brača and Krila Hvara (both operated from 1982 and passed to Croatia, used until 2008), Krila Portoroza was unusually bought second-hand from Italy in 1983, later owned by Kompas Travel Agency until crashed in 1992 and Krila Briona (yard no. 728, delivered in 1983 and sold in 1992 to Greece). Further 2 were bought by Turist Hotel Zadar (later Miatours Zadar: Žman and Žverinac, both delivered in 1978 and later pased on to Croatia, where it was used until 2006. One more Kometa was purchased by independent Croatia: ex-Kometa-19 (built in 1981, yard no. 718), transferred to Adriatic in 1999, first as Kotor Star, then Krila Primorja from 2002 and Krila Zadra from 2006 - she ran aground in 2007.

Yugoslavia, Krila Splita (Pr. 342M?), 1972


Croatia, Krila Zadra (Pr. 342MT), 2006

2 Kometas were briefly owned after break-up of the Soviet Union by Latvia, but they were rather quickly sold to Estonia (see above). In the Soviet times a large number of hydrofoils of the class were used in Ukraine (at least 34), but some of these were withdrawn even before the independence, some were transferred to Russia before that date, and of the remaining majority, nearly all seem to be very quickly (mostly by mid-1990s) sold abroad, leaving perhaps just 1 or 2 under Ukrainian flag (if any at all) and no photos of these seem to be available.

At least 4 Kometas were flying flag of Cape Verde, albeit it is unclear how many of them were actually operated in the Archipelago: Golfinho I (ex-Kometa-27 / Flying Dolphin XXVI, built in 1975, yard no. 846, previously operated in Greece), Rincon (ex-Kometa-41) and Volcano (ex-Kometa-47) from Germany (see below), and Alpha (ex-Kometa-45 / Gurgen V, built in 1980, yard no. 707, previously operated in Turkey and also carrying flag of St. Vincent and the Grenadines). A number of hydrofoils of the type were sold to Cuba where they were owned by Empresa de Navegacion Caribe, alas I could find only one poor photo of any of these. 11 of them were named Cometa I to XI and were built between 1972 and 1980 (yard no. 823, ?, 840, 844, 848, 852, 853, 854, 860, 866, 881 respectively) while 3 more (delivered for spares?) retained their original Soviet names Kometa-18 (1973, yard no. 830), Kometa-30 (1976, yard no. 850) and Kometa-20 (1981, yard no. 719). Cyprus is also mentioned as operator, but it's likely that it was just due to re-flagging of one of Greek Kometas.
2 of the type were used in Egypt. Ugur (yard no. 665) was built in 1975, delivered in 1977 and in 1985 renamed Dahab Nuweiba. It's scrapped, possibly after some accident (photos of her in wrecked condition are unfortunately only available ones). Another one was an ex-Greek vessel (not certain which one), which arrived on the Nile around 2010-2012. As mentioned, Kometas were used also in (post-unification) Germany: Kometa-41 (built in 1979, yard no. 872) and Kometa-47 (built in 1980, yard no. 880) were bought from Ukraine in 1999, but while in Germany they apparently raised flag of Luxembourg (!), before early in 2000s being re-flagged to Cape Verde (likely still staying in Germany, at least for some time) and after some time renamed Rincon and Volcano, respectively. 2 vessels were operated in Israel from Eilat: Lady D, although likely under Cypriot flag. It was built in 1978 (yard no. 867) and for years used in Greece as Flying Dolphin XI and finally scrapped in 2010. Another was Flying Dolphin IX built in 1977 (yard no. 859) and used until 2004 in Greece and then transferred under Israeli flag until 2006 when it was scrapped.
Single Kometa (yard no. 827, built in 1972) ventured as far as Japan, but almost no information is available about her service there. Romania used 2 hydrofoils of the class: Poseidon (built in 1970, yard no. 819) and Vijelia (built in 1971, yard no. 649?), and both were scrapped in 2003. One Kometa was flying Spanish flag - ex-Yugoslav Karolina/ex-Italian AliSpan Terzo (built in 1969, yard no. 644) was bought in 1980 for company ALINOR for Marbella - Tangiers line, and later also to Algeciras and Gibraltar, but 1982 engine failure put her out of operation. Lastly, one Kometa found her way to Vietnam - Pr. 342MT Kometa-35 (built in 1978, yard no. 863) was property of Ukraine for some time, until it was sold to Southeast Asia in 1996 as Graan Cu Lao B2 where it was operated until around 2010.




Pr. 329 Sputnik

Sputnik was a one-off large riverine hydrofoil with hull made of aluminum alloys. Designed at Alekseyev's design bureau, it was built at Krasnoye Sormovo shipyard and introduced in 1961, at the time being world's largest vessel of this kind. For most of it's service life Sputnik operated on Gorky - Togliatti line, but in 1965 it was transferred to Kuibyshev - Kazan line (both lines under Volzhskoye Obyedinonnoye Rechnoye Parohodstvo), though it served there for mere 3 monts before it had a collision with another vessel. Despite impressive appearance, Sputnik was extremely uneconomical even for Soviet standards and high vibrations of the engines not only greatly reduced passengers' comfort, but also led to frequent breakdowns, so it was decided not to repair it and instead it was installed on enbankment in Togliatti and turned into youth community centre, until in 2005 it was damaged by fire. Afterwards, the burned-out shell was patched-up to look at least bit presentable from outside, but in 2018 it was illegally scrapped.

Russia, Sputnik, 1962





Pr. 346 Strela

Strela (Arrow) was Soviet Union's first seagoing passenger hydrofoil. Three were made - each substantially different from the others - between 1961 and 1963 and operated in the Black Sea for Chernomorskoye Morskoye Parokhodstvo until early 1970s. Unlike majority of passenger hydrofoils, which were designed at Alekseyev's design bureau, Strelas were designed at TsKB-5 Almaz design bureau.

Unfortunately this class of hydrofoils seems to be least-remembered of all - I couldn't find any blueprints of these and had to make this drawing from the photograph (which happened to show the vessel reasonably well-oriented for the purpose), but that also meant that I couldn't depict the underwater parts (I could try to show in 'hull up' position, but still withouth sections of foils that remain submerged), and dropped the plans to show boats no. 2 and 3 - which differed, among others, with passenger windows, shape of the stern and of 'tail fins' (which seemed to be single, in the centerline, on Strela-1 and 3 but twin - on the edges of the deck - on Strela-2).

Russia, Strela-1, 1964





Pr. 330 Vikhr

Vikhr (Whirlwind) was a seagoing sibling of Sputnik. Single hydrofoil of the type was built at Krasnoye Sormovo shipyard and introduced in 1962 to Odessa - Ochakov - Kherson line of Chernomorskoye Morskoye Parokhodstvo. It shared some of the vices with older brother but apparently to lesser extent, as it managed to remain in service until 1980.

Russia, Vikhr, 1965





Pr. 1705 Chaika

Pr. 1705 Chaika (Sea Gull) was a one-off riverine hydrofoil built in 1962. First it was briefly used by Moskovskoye Rechnoye Parohodstvo and then by Volzhskoye Obyedinonnoye Rechnoye Parohodstvo on Gorky - Murom route until 1982. Characterised by very sleek, airplane-like silhouette, she had a very narrow fuselage for just 30 passengers.

Russia, Chaika, 1963





Pr. 1709P Belarus

Pr. 1709P Belarus were a series of 26 small, capable of carrying 34 passengers, riverine hydrofoils built from 1964 in Gomelskiy Sudostroitelno-Sudoremontnyy Zavod at Homel in Belarussian SSR. Most of these served on the Belarussian rivers, but some were sent to rivers in Russian FSSR and Kazakhstan. Unfortunately, their individual service stories are very little known. Those ships that were used on Belarussian waters were owned by Verkhne-Dneprovskoye Rechnoye Parohodstvo but those in Kazakhstan by Srednie-Aziatskoye Rechnoye Parohodstvo and among operators in the Russia proper was Lenskoye Obyedinonnoye Rechnoye Parohodstvo in Sakha Republic.

Russia, Belarus-1, 1966


Russia, Belarus-05, ca. 1970





Pr. 1708 Burevestnik

Year 1964 saw introduction of a single riverine hydrofoil powered with gas turbines. The Pr. 1708 Burevestnik (Petrel) had a power plant based on two Ivchenko AI-20A engines adapted from Il-18 airliners, and like a majority of Soviet hydrofoils, was designed at Alexeev bureau and built at Krasnoye Sormovo shipyard. It could carry up to 150 passengers and was used by Volzhskoye Obyedinonnoye Rechnoye Parohodstvo on Kuibyshev - Ulyanovsk - Kazan - Gorky route until 1981 and until 1986 on the Gorky - Yaroslavl route, before being ultimately scrapped in 1993. Although very fast, they suffered from various issues, ranging from damage to foils, to maintenance problems with turbines (not particularly suited to that particular mode of operation, and also suffering shortage of qualified technicians in the operating company), high noise levels and finally their physical size, which made maneuvers in confined areas of some riverine ports somewhat challenging (which lead to a serious collision with a tugboat in 1974).

Russia, Burevestnik, 1967





Pr. 1233 Taifun

One of the few hydrofoils designed outside the Alexeev bureau was Pr. 1233 Taifun (Typhoon) from Almaz bureau, built in 1969 to test certain issues encountered during the work on Pr. 1240 Uragan missile hydrofoil (though in the end their configuration had very little in common) and on proposed hydrofoil variant of Pr. 1234 Ovod (NATO code Nanuchka) corvettes. Like the Pr. 1708, this unique hydrofoil was turbine-powered (AI-23 type) and after trials was relegated to work as passenger vessel on the Leningrad - Tallin, Yalta - Sochi and Yalta - Odessa route (although formally remaining the property of Ministry of Shipbuilding Industry), where it was significantly more efficient than Burevestnik but after 1974 it was retired anyway.

Russia, Taifun, 1970





Pr. 352 Voskhod and Pr. 03521 Voskhod and Pr. 03525 Lastochka

Next class of hydrofoils made in a sizeable series was a Pr. 352 Voskhod (Sunrise) family, introduced in 1973. Designed - typically - in Alexeev bureau for riverine operations, they managed limted forays into some coastal areas and were built at Morye shipyard in Feodosia, Crimea. Capable of carrying 71 passengers, they achieved substantial export success, and over 150 were built in total, including 6 (7?) of the upgraded variant Pr. 03521 as late as early 2000s, with 4 of them going to The Netherlands, 1 to Vietnam, 1 possibly to Singapore and last one apparently completed but completely unknown. In 1986 a lengthened seagoing follow-on designated Pr. 03525 Lastochka (Swallow) was introduced and 1 such vessel were built at Volga shipyard in 1980s followed by two more, to a slightly upgraded design Lastochka-M in 2003 directly for China.

First of the class, Voskhod-01 (yard no. 301) was built in 1973 and operated on the lines Gorky - Yurievets and Gorky - Kineshma for Volzhskoye Obyedinonnoye Rechnoye Parohodstvo until retired in 1989 and sold to Hungary in 1991 (see below).

Russia, Voskhod-01, 1975


Second vessel, Voskhod-02 (yard no. 302) followed only in 1976, and like the older sibling joined Volzhskoye Obyedinonnoye Rechnoye Parohodstvo but in 1983 was transferred to Belskoye Rechnoye Parokhodstvo in Ufa until 1991, when she returned to VORP, where she remained in use until 2019.

Russia, Voskhod-02, 2016


Voskhod-58 (yard no. 412) was built in 1988 for Zapadno-Sibirskoye Rechnoye Parohodstvo and operated from Kolpashevo and Novosibirsk until 2012 when it was scrapped.

Russia, Voskhod-58, 1988


Voskhod-72 (yard no. 437) joined service in 1990 with Volzhskoye Obyedinonnoye Rechnoye Parohodstvo and was homeported in Kazan. In 1993 she was transferred to SK Tatflot (shipping company owned by administration of Tatarstan) where in 2003 she was renamed Geroy Mikhail Devyatayev. Since 2010 vessel remains in storage at Kazan.

Russia, Voskhod-72, 2001


Single Pr. 03525 Lastochka was built in 1986, but the trials revealed certain shortcomings, including lower than expected speed, so production was not continued, while the sip in early 1990s was sold to Hungary as Quicksilver where it operated until 2015.

Russia, Lastochka (Pr. 03525), 1986



After the break-up of the Soviet Union, the Ukraine - quite predictably - inherited 2nd largest (after Russia) share of hydrofoils, and that applies to Voskhods as well. Many of these were later sold out or leased to other countries at competitive prices, but a number remained in service on country's extensive network of waterways. Hvilya - ex-Voskhod-18 (yard no. 406) is one of these vessels. Built in 1987 she was homeported in Kiev and was taken over (and renamed) by UkrRechFlot upon country's independence and remains in service until now.

Ukraine, Hvilya, 2019



Bulgaria operated up to 4 Voskhods but details are sketchy. Vzkhod-1 (yard no. 340) was bought in 1982, Voskhod-7 (yard no. 394) was leased in the second half of 1980s, and 1 or 2 more vessels (one of them with yard no. 405) were sold around 1987.

Bulgaria, Vzkhod-1, 1987


At least 7 352s were used in Canada (with 2 more - no's. 432 and 433 mentioned without any details whatsoever). Both (known ones) were delivered in 1999 from Ukraine. First of these was ex-Voskhod-25 (yard no. 421), renamed Sunrise V for Shark Cruise Lines in Vancouver and some time later renamed again as Pelee Flyer I. After 2010 it was sold to Trinidad (see below). Second one, ex-Voskhod-28 (yard. no. 431) was named Sunrise VI and later Pelee Flyer II - its current status is unclear. Five more Voskhods were delivered from the same source in 2001 to company Les Dauphin for service between Montreal and Quebec City. These were: Polina III ex-V.A. Savelev (yard no. 307) built in 1977, Corona Borealis ex-Voskhod-16 (yard no. 392) built in 1986, Vega I ex-Voskhod-20 (yard no. 410) built in 1988, Sirius I ex-Voskhod-24 / I.S. Serdyuk (yard no. 420) built in 1989 and Cassiopea II ex-Voskhod-27 (yard no. 430) built in 1990. From around 2011-2012 Corona Borealis and Vega I are stored, while remaining hydrofoils were sold to Vietnam (see below).

Canada, Pelee Flyer I, 2010


Czechoslovakia had 2 Voskhods: Voschod I (yard no. 316?) delivered in 1977 and Voschod II (yard no. 329) delivered in 1980. Being based in Bratislava, they obviously ended up in Slovakia. First one lost her foils some time in 1990s, when it was also renamed AS-Flipper, while the other one seems to be still in use.

Czechoslovakia, Voschod I, 1977


Slovakia, Voschod II, 2005


Hungary had 5 vessels of the baseline 352 class, all named Vöcsök with numbers running I to IV. First of them (yard no. 308) was delivered to MAHERT company in 1977, while 4 further ones (yard no's. 391, 398 and 402) in 1986-1987. In 1991 last vessel - and in fact the oldest of the class, the Voskhod-01 was transferred but never operated commercially, then for some time served as floating storage and as a bar until fell victim to arson attack in 1995 at Budakalash. Since then the Vöcsök I has been retired in 2005 and posted as exhibit while newer three remain in operation. Additionaly, in 1991 then-only Lastochka-class hydrofoil was sold to Hungary where it was used until 2015 as Quicksilver.

Hungary, Vöcsök I, 1984


Dutch transport company Connexxion is a significant user of Voskhods, first three in the baseline variant being delivered second hand from the Ukraine in late 1990s. These were Archimedes (yard no. 382) built in 1985 and delivered in 1997, Annemarie (yard no. 327) built in 1979 and delivered in 1997 and Prins Johan Friso (yard no. 352) built in 1982, delivered in 1999 and around 2000 renamed La Alta Rapido. After 2002 they were all sold out, with the La Alta... going to Malaysia as Danga Bay. They were replaced by 4 vessels of the modified Pr. 03521 sub-type, originally also named Voskhod with numbers from 604 to 607, but in Dutch service they were renamed Karla (604), Catharina Amalia (605), Rosanna (606) and Klaas Westdijk (607). First 3 were delivered in 2002 while fourth one in 2007. In 2016 Karla and Rosanna were sold to Ukraine as Nibulon Ekspres-1 and Nibulon Ekspres-2, while other two seem to be unfortunately out of service.

The Netherlands, Archimedes (Pr. 352 Voskhod), 1998


The Netherlands, Rosanna (Pr. 03521 Voskhod), 2008


Three second-hand Pr. 352 Voskhod-class hydrofoils were purchased by Żegluga Gdańska in 2000. Merlin was an ex-Voskhod-70 (yard no. 435) built in 1990 for Zapadnoye Rechnoye Parohodstvo in Sovetsk, Merlin 2 was ex-Voskhod-68 (yard no. 429) built in 1989 for Belskoye Rechnoye Parokhodstvo and Merlin 3 was ex-Voskhod-48 (yard no. 388) built in 1985 also for BRP. They were used on and off until around 2008 when all were placed in storage at ŻGs maintenance yard. In 2017 Merlin 2 returned to service on Gdynia - Sopot - Hel line, but unfortunately high ticket price (return trip for a family of 4 almost equalled a weekly wage) meant that enterprise was hardly successful - in fact, despite the existence of timetable, actual cruises happened only when at least 20 would-be passengers could be gathered.

Poland, Merlin 2, 2017


Romania obtained up to 6 Voskhods, apparently all as second-hands from Ukraine in late 1990s and early 2000s. These were: SF Maria ex-Dmitry Rogachev built in 1982 (yard no. 352), Nikolas ex-Voskhod-7 built in 1986 (yard. no 394), Olecsii Stahorski ex-Voskhod-22 and Oleksiy Stahorskiy built in 1988 (yard no. 418), Capitan V.Zagorodico ex-Voskhod-26 and Kapitan Vladimir Zagorodiko built in 1989 (yard no. 422) and Diana and Felicia-2 but details of these last two are unclear. Most of them seem to remain in operation.

Romania, Capitan V.Zagorodico, 2015


Trinidad and Tobago's Trini Flyer (earlier briefly named also Passion Play is former canadian Sunrise V / Pelee Flyer I (see above).

Trinidad and Tobago, Trini Flyer, 2015


Vietnam is a major user of Voskhods, both new and second-hand ones. Four of these were obtained from Canada by Saigon Highspeed, namely Mekong Hydrofoil II to IV - ex-Sirius I, Polina III, Cassiopea II respectively (see above), while ships with numbers I and V have uncertain backgrounds - it's possible that they are vessels with yard numbers 393 and 410 respectively (the latter being ex-Canadian Vega I). Unknown is also background of HP-3888 apparently used on behalf of Cat Ba Island Resort & Spa. Better known are hydrofoils operated by Greenlines ferry line in Ho Chi Minh (Saigon): first 3 were built in Ukraine in 1995 and named Cù Lao Chàm 07 (yard no. 446), Cù Lao Chàm 09 (yard no. 449) and Cù Lao Chàm 11 (yard no. 450) before being renamed Greenlines B7, Greenlines B5 and Greenlines B3 respectively and operated until 2014, now being believed to be scrapped. In early 2000s they were joined by single Pr. 03521 hydrofoil named Greenlines 10 (yard no. probably 603) but in 2009 it collided with another hydrofoil and had to be taken out of service.

Vietnam, Greenlines B5, 2013


Vietnam, HP-3888, 2014


Two Voskhods were delivered to Yugoslavia in 1982: the Titograd (yard no. 350) and Zagreb (yard no. 351). It's current state is not known to me.

Yugoslavia, Titograd, 1985



Voskhod class hydrofoils were used in a number of other countries, but for most of these either graphic cources are too scarce, or I had doubts if they were really operated there, as opposed to just being towed to port and given some new name, as quite a few of these appear only on single photos and in rather poor condition. Besides ex-Soviet republics, particularly Kazakhstan and Latvia, the Albania had one, China had single 352 named Shen Long 9 until it collided with another vessel in 2004 and 2 brand-new Pr. 03525 Lastochka-M-class boats named Jin Shan-1 and Jin Shan-2 from 2004 to 2015, one seems to be in Greece, one ex-Dutch was sold to Malaysia (where it apparently carried striking all-blue livery), Singapore probably had one Pr. 03521, 2 seemed to end up in Thailand and between 2 and as much as 5 in Turkey.




Pr.10390 Kolhida

Most of the decade passed before new class of hydrofoils were entered in form of Pr. 10390 Kolhida (Colchis) that made first trials in 1981. They were built in shipyards at Poti and Nizhny Novgorod, with around 40 units made. Besides Soviet/Russian lines, they were widely exported, both directly and second-hand, with operators not only in Europe, but even as far as Tanzania or Vietnam, with Greece and Italy being major users. In 1988 an improved version, named Pr. 10391 Katran (sometimes alternatively Albatros) was introduced and 4 or 5 (1 converted from previous version?) such hydrofoils entered service on Black and Adriatic seas, both with Soviet/Russian and foreign operators.

First vessel of the class, Kolhida-1 was built in 1983 and after trials was, for a time being, attached to Chernomorskoye Morskoye Parokhodstvo before being sold to Greece in 1986.

Russia, Kolhida-1, 1984


She was followed in the series by Kolhida-2 from 1984. Until 2003 she served for Chernomorskoye Morskoye Parokhodstvo - originally under Soviet and Ukraininan flag, and was then sold to Vietnam as Vietrosko-02 and later Greenlines-12 before being retired in 2011.

Russia, Kolhida-2, 1987


Kolhida-5 was built in 1984 and was sent to Vladivostok for Dalnevostochnoye Ordenov Lenina i Oktyabrskoy Revolyutsii Morskoye Parokhodstvo. Unfortunately, she's long scrapped by now.

Russia, Kolhida-5, late 1980s


All 4 new-built Katrans had frequent changes of names and operators. They all started their lives as Katran-XX (with sequential numbers) and first of the series also ended it as such, back in Russia (after period in Canada as Seaflight-II and in Russia as Siflayt-II.

Russia, Katran-1 (Pr. 10391), 2017


Greece is a major user of Kolhidas with 10 vessels flying her flag at one point or another. Half of these were operated by Ceres Hydrolines, later Hellas Ferries, later Hellenic Seaways, with some of them being purchased already in the 1980s: Flying Dolphin XVII (yard no. 104) delivered in 1985, Flying Dolphin XVIII) (yard no. 105), Flying Dolphin XIX (yard no. 101 - the first vessel of the class) delivered in 1986, Flying Dolphin XXIX (yard no. 138) delivered in 1993, Delfini V (yard no. 127) built in 1991 and in 2005 renamed Blue Delphin I and in 2007 Flying Dolphin Vardaris before settling in 2010 on current Flying Dolphin Athena. With the exception of the oldest vessel, they are still in service in the Aegean. In 1992 Naftiliaki Eteria Thasou A.E. purchased from Yugoslavia their hydrofoil Mimoza (yard no. 107?, see below) renamed as Alianora and afterwards Ilida - unfortunately this vessel burned down in 2010. In 1998 Kolhida-6 (yard no. 110) was sold from Ukraine to Illas Shipping Co. and renamed Milos Flying I and in 2001 it was then re-sold to Aegina Lines as Aegina Flying I - now it's out of service. Details of remaining 3 hydrofoils are sketchy: vessel no. 135 (built in 1992) was around 2011 named Delfini XXII and operated by Piraeus Lines Shipping Co. (by now scrapped); ship 136 (built in 1991) carried names Delfini XXI until 1997, Santorini Dolphin until 2002, Captain Dimitris until 2003, Blue Delphin II until 2011 and since then (apparently she's still in operation) Flying Dolphin Erato for Aegean Flying Dolphins Co.; while Kolhida-137 (yard no. 137) was apparently sold or leased to Greece from Georgia and it carried names A.T.Europe II and Iapetos I.

Greece, Flying Dolphin XVIII, 2011


Greece, Flying Dolphin XVII, 2017


Italy was also a big user of the type, also with 10 vessels, but their details are very sketchy. There main operator being Naples-based Alilauro Aliscafi del Tirreno S.p.A., which used up to 8 of the hydrofoils, these being AliEolo (yard no. 113, built in 1986), AliAtlante (yard no. 114, 1985), AliGea (yard no. 115, 1986), AliFlorida (yard no. 120, 1987) which at some point was apparently used by Alitrinacria S.R.L., AliKenia (yard no. 121, 1987), AliArturo (yard no. 122, 1987), AliAntares (yard no. 123, 1990), AliGiulia (yard no. 124, 1991, caught fire and sunk in a storm in December 2003 off Capri). Most if not all of these seem to be scrapped or otherwise retired by now. Vetor Aliscafi S.N.A.V. S.p.A. is still operating Gabri (yard no. 119) built in 1988 and Vemar (ex-Rioni, yard no. 128) built in 1990.

Italy, Gabri, ca. 2000


Italy, AliEolo, 2005


Żegluga Gdańska had 2 (3?) hydrofoils of the Pr. 10390 Kolhida class. First of them was Delfin I - ex-Kolhida-2 (yard no. 118) built in 1986, purchased by ŻG in 1997 and used particularly on the route to Bornholm (often from Kołobrzeg or Szczecin/Świnoujście), but in September 2003 she suffered a hull leak (that necessitated evacuation of passengers at sea). Between 2004 and 2006 was apparently used in France (homeported in Ajaccio) but likely returned to Poland and some time later was scrapped. Second Kolhida was originally operated by Żegluga Polska from 1997 (ex-Kolhida-1, yard no. 116, built in 1986) as Tornado I until 2003, when it was taken over by ŻG as Delfin IV, yet in 2006 it was sold back to Russia and has been apparently scrapped since.
There is at least one photograph of a hydrofoil with very clear Delfin II on the bridge, but there is no mention of such vessel anywhere else, which is very puzzling.

Poland, Delfin I, 2003


Spain's only Kolhida was Tiburon (Shark), purchased brand-new in 1987 by Naviera Mallorquina, a subsidiary of Trasmediterránea. It was intended to operate between Puerto del Rosario and Arrecife de Lanzarote but eventually was directed to Palma de Mallorca - Ibiza line and sometimes also Algeciras - Ceuta. In December 1992 she ran aground off Formentera and although the damage wasn't particularly extensive, difficulties with obtaining necessary spare parts (particularly foils) from the Georgia, at this time torn by civil conflict, led to decision to scrap it in 1993.

Spain, Tiburon, 1992


Tanzania is one of most exotic users of Kolhidas, but also with their details among hardest to find. Apparently in 1991 4 hydrofoils were sent to America to operate in Bahamas, but instead one of them (yard no. 124) was sold to Italy (see above) while 2 others ended up in Tanzania (one being unaccounted for): Kolhida-2 (yard no. 125, built in 1991) renamed Tania, Gallus 7 and finally SES III Zuljanah and Kolhida-3 (yard no. 126, built in 1992) renamed Luba, Gallus 6 and finally SES IV Buraq. It seems they are both decommissioned by now.

Tanzania, SES III Zuljanah, ca. 2000


Yugoslavia purchased 4 Pr. 10390s between 1985 and 1986. They were Mimoza (yard no. 107), Magnolija (yard no. 109), Kamelija (yard no. 111?) and Mirta (yard no. 112) - all named after flower (Mimosa, Magnolia, Camellia, Myrtus respectively). In 1992 Mimoza was sold to Greece (see above), while others were taken over by Croatia. Magnolija and Kamelija were in 1994 renamed Krila Dalmacije and Krila Istre (Wings of Dalmatia and Wings of Istria respectively) and operated for quite some time, while the Mirta seemed to just stay dragged on shore. By now they are apparently all decommissioned/scrapped. Besides the baseline 10390s, 2 of the improved 10391s were operated in late 1990s and early 2002s from Split as Adriatic Joy (yard no. 602) and Venice Carnival (yard no. 603).

Yugoslavia, Magnolija, 1990


Croatia, Krila Istre, 2007


It seems that all Katrans for shorter or longer period pased through Canada where they were named Seaflight (with numbers I to IV) before being re-sold to Croatia or back to Russia. Seaflight-I was actually last to be built in 1996 as Katran-4 and since 2006 is back in Russia, but apparently - like all her sisterships - is out of service by now.

Canada, Seaflight-I, 2005


These aren't all operators of Pr. 10390/10391 family, but sources for remaining ones are scarce (and in some cases doubts can be raised about their actual status and degree of their operability). Besides some of the former Soviet republics (particularly Georgia and Estonia), they were also apparently flying flags of Egypt (no. 103, 110), France (no. 118), Panama (no. 110, 129, 132, 133), Sierra Leona (no. 134), Turkey (no. 103), Vietnam (no. 102) and Thailand.




Pr. 17091 Polesie

Pr. 17091 Polesie was a class of small passenger hydrofoils for riverine routes, especially in their upper reaches or on smaller rivers, or shorter routes in the lagoons. Designed at Alexeev bureau and built at Gomelskiy Sudostroitelno-Sudoremontniy Zavod at Homel, Belarus from 1983 to 1996. They can carry between 35 to 60 passengers (depending on configuration) at a maximum speed of 75 km/h. Some 112 were made, not only for domestic operators, but also for export, with China being a very significant user (where they are called Longtan or Soaring Dragon).

Polesie-1, despite what one could think, was not the first of the class (that was Polesie-01) but actually only 6th and was built in 1986. She sailed for Severnoye Rechnoye Parohodstvo from Kotlas until around 2010 and was scrapped in 2016.

Soviet Union, Polesie-1, 1986


Built in 1987 as Polesie-3 (yard no. 18) for Kubanskoye Rechnoye Parohodstvo at Krasnodar, in 1999 she was renamed Sausoruko, for a time being in private hands, and in 2010 was sold to operator in Yakutia and transported to Lena river, where it was renamed Polesie-56 in 2019. Now she's laid-up.

Russia, Sausoruko, 2006


Polesie-8 (yard no. 32) was built in 1989 for Irkutskoye Rechnoye Parokhodstvo where she had a solid service life until 17 August 2013 when she collided with cargo barge, resulting in death of 6 passengers and heavy damage to the hull, after which vessel had to be scrapped.

Russia, Polesie-8, 2007


Service life of Kapitan Yakov Lobastov is quite original, as she was built in 1996 (yard no. 110) for export to China and operated there as Longteng-22 until 2007 when she was bought back by Russian company OJSC Amur Shipping from Khabarovsk and given her current name.

Russia, Kapitan Yakov Lobastov, 2018



Five (or so) Polesies were inherited by Belarus after break-up of USSR, mostly early series ones: Polesie-01, Polesie-02, Polesie-03, Polesie-05 and Pavel Shpetny. Vessel below, Polesie-05 was built in 1988 with yard no. 29 and after 1991 was operated by Dneprobugvodput on lower Pripyat. Since 2013 is laid-up in reserve.

Belarus, Polesie-05, 2011


Some 4 Pr. 17091s graced waterways of Kazakhstan, including Polesie-03, Polesie-4 and Polesie-7 (name of 4th vessel is uncertain) - homeported at Ust-Kamenogorsk (Oskemen) on Irtysh and Priberezhny (on Caspian Sea?).

Kazakhstan, Polesie-7, ca. 1995


Ukraine inherited around 12 Polesies, homeported at Chernigov, Dnepropetrovsk, Kherson, Nikolaev and Zaporozhe. Some were eventually sold to other countries, particulary to Romania. Nibulon Ekspres-4 shown below begun her life as Polesie-1 (but not the first one: yard no. 7) in 1986 and was homeported in Chernigov. In 2014 her name was ukrainized to Polissya-1 and in 2018 she was sold to SP Nibulon, refitted, repainted and renamed as now.

Ukraine, Nibulon Ekspres-4, 2017



China operated as many as 15 Pr. 17091s, being by far the largest export operator of the type. Unfortunately details of most of individual vessels are unclear. 13 of them were named Longteng (1 to 5, 7, 15 and 17 to 22 - that last being later re-sold to Russia as Kapitan Yakov Lobastov - see above), one was named Fei Long-13 (possibly yard no. 109, built in 1996) and one Fei Siang. Most seem to be still in use.

China, Longteng-17, 2015


Finland's only Polesie was built in 1989 (yard no. 37) and operated from Tartu, passing in due time to Estonian control (with company Tartu Sadam AS, where in 1994 was renamed Polaris. In 2009 she was sold to Finland, and renamed Suvi Express, serving between Lieksa and Koli.

Finland, SuviExpress, 2016


Hungarian company MAHART bought 4 factory-fresh hydrofoils of the class in 1993-1994. All were named Bíbic (Lapwing) and numbered I - IV. In 2006 Bíbic III had her interiors reconfigured to "business-class" style.

Hungary, Bíbic II, 2012


Hydrofoil built with yard number 111 had a very varied history. Built in 1996 for Köln-Düsseldorfer Rheinschiffahrt AG as Rheinjet, she was sold in 2001 to Dutch company Meteoor BV in Maarsen and renamed Meteoor II. Year later company was taken over by Connexxion who operated the vessel for few years before selling her to Vietnam as HP-3899, where she is now homeported in Haiphong.

The Netherlands, Meteoor II, 1997


First (of 4) Pr. 17091 Polesie-class hydrofoil to be operated in Poland was, bit surprisingly, not used by any major shipping line, but was leased from 1992 by company Janette (later incorporated into Halex of the same owner) of Elbląg to serve route to Kaliningrad through Zalew Wiślany (Vistula Lagoon). Hydrofoil in question was built in 1991 (yard no. 58) and used in Poland until Halex ran into financial troubles (related to completely different part of their operations and, as many say, to big politics) and vessel was returned to Russia. It was laid-up in Kaliningrad until 2016 when another Polish company bought it, with intention of returning it to service. These plans didn't came to fruition, though, and eventually in 2021 hydrofoil was put for sale as a possible floating restaurant/bar. Next two to arrive - but this time to Żegluga Gdańska, which homeported them at Elbląg - were Polesie-12 (yard no. 72, built in 1989) leased from 2000 and purchased in 2006; and Polesie-9 (yard no. 35, built in 1989) purchased in 2004. Both were marred by frequent malfunctions and conflicts with Russian side about legal side of line's operation and now they are both laid-up in ŻG maintenance yard since around 2012. Latest Polesie to arrive under the Polish flag is Polesie-11 (yard no. 61) built in 1991, she was obtained by ŻG apparently in early 2000s, but I couldn't find much about it except for the mention that in 2006 it was laid-up in Gdańsk. In 2011 she was transferred to Szczecin to be used as Gryf by local operator of somewhat awkward name Wodne Linie Lotnicze ("Water-y Air Lines") on the line to Świnoujście but costs and technical difficulties made the enterprise unsuccessful and in 2013 vessel was sold to Sweden, where she sailed between Stockholm and Sandhamn until was bought back to Szczecin in 2018 but made only few cruises to Świnoujście before costs, collisions and malfunctions ultimately ended the business.

Poland, Polesie-10, 1995


Poland, Polesie-9, 2005


Poland, Polesie-12, 2006


Poland, Gryf, 2013


Poland, Jadwiga, 2018


Romania purchased all 3 of her Polesies as second-hands from Ukraine. First to come was Polesie-4 (yard no. 16) built in 1987 and in independent Ukraine renamed Polissya-4, operated by UkrRechFlot until 2001 when she was sold to Romania and renamed S. Gheorghe, homeported in Tulcea. Second was Polesie-8 (yard no. 33) built in 1989, sold in 2002 and originally operated under same name (just in latin alphabet) from Drobeta-Turnu Severin, before being renamed SF. Parascheva in 2012. Third and last was Polesie-2 (yard no. 14) built in 1987 and sold in late 2005, to be renamed Dunărea Express 1 and based in Tulcea. By now only first two hydrofoils remain in service.

Romania, Dunărea Express 1, 2006


2 were inherited by Estonia (yard no. 36 and 37), but former was apparently eventually re-sold to Russia (and 1 more apparently was used for some time after being re-purchased from another country); 1 by Lithuania (in Kaunas), 1 was operated in Turkmenia on Kara-kum Canal. As mentioned, Germany and Vietnam operated one (the same), Sweden used one for a time and so did Yugoslavia.




Pr. 12352 Tsiklon

Pr. 12352 Tsiklon (Cyclone) was a one-off large (capable of carrying up to 250 passengers) hydrofoil powered with gas turbines, desveloped at Alexeev bureau and built at Feodosia in 1986. Initially used around Black Sea by Chernomorskoye Morskoye Parokhodstvo, after break-up of Soviet Union it was taken over by Estonian Inreko as Liisa, then taken over in 1997 by Linda Line and in 1999 sold to Greek company Thirian Coastlines Shipping Co. as Delfini XXX but after few years was decommissioned.

Russia, Tsiklon, 1987





Pr. 14600 Olimpiya

Last passenger hydrofoils designed (traditionally by the Alexeev bureau) in the Soviet Union - but built already in post-breakup Russia, were seagoing Pr. 14600 Olimpiya - an enlarged offspring of Kometa they were capable of carrying up to 250 passengers. Originally 4 were intended to be made for 1992 Summer Olympic Games in Barcelona, but only 2 were completed and with significant delay. First of these, Olympia 1 was completed in 1993 and taken by Estonian line Inreko Laeva. In 1997 she was renamed Laura while nominal operation passed to Linda Line (apparently that being just company rebranding) until 2007 when it was sold to Bulgarian operator PS Tour as Marine Princess for Nesebar (near Burgas) - Istanbul line. In 2009 she was sold to Cape Verde Navalis SA and was scrapped there in 2014 (likely after a period of operational use). Second hydrofoil, the Olympia 2 was completed in 1995 also for Inreko Laeva, early in her life named Laura II, then Jaanika until 2008 when she was sold to Russia as Germes, but in 2010 she was transferred to a Sierra Leonean flag of convenience (as Hermes) though it remained practically based at Sochi, retired from 2014 and scrapped in 2019.

Estonia, Laura, 2004





Pr. 23160 Kometa 120M

Despite having the name Kometa, the Pr. 23160 is a new design, intended as a replacement of her distinguished predecessor. Class was developed in 2010s, and 3 vessels were built so far since 2018 for Black Sea operators: Sevastopol (yard no. 02701), Yalta (yard no. 02702) and Feodosiya (yard no. 02703)

Russia, Sevastopol, 2018





Pr. 23180 Valdai 45P

Passing time created need to replace a substantial fleet of riverine hydrofoils of Soviet vintage, particularly the Polesie family (older classes being mostly gone already anyway). To meet this demand Alexeev bureau developed a small hydrofoil for 45 passengers, designated Pr. 23180 Valdai 45P (name coming from a hilly area between Moscow and St. Petersburg). First vessel was laid down in 2014 and launched in 2017, and since then at least 12 were launched and more are under construction.

Prototype of the series, the Valdai 45P was tested during the fall of 2017 and in 2018 she took a number of non-commercial voyages and since early 2019 is operated commercially between Nizhny Novgorod and Gorodets and Makariev.

Russia, Valdai 45P, 2020


Aleksandr Ezhevskii - originally Valdai 45P-12 was built in 2021 for authorities of Chuvash Republic to be used as river transport from Cheboksary port.

Russia, Aleksandr Ezhevskii, 2021





Pr. 03580 Meteor 120R

Like the Kometa 120M, the Pr. 03580 Meteor 120R is not really a new sub-class of the famed family developed in the 1960s, but a new class intended as a replacement. The type was developed during the 2010s decade and first vessel was built in 2020, launched in August 2021 and delivered to first customer (Severrechflot of the Khanty-Mansiysk Autnomous District). Further vessels are in production.

Unfortunately, drawing of this one is on hold, due to lack of anything resembling decent blueprint. I found producers' brochure with a drawing, but it also gave length some 2,5 m shorter than actual vessels, and proportions of the drawing seemed to be rather appropriate to that shorter size. Also the configuration of foils and some other elements was very different from real one, so it wasn't really useful as a source material, while drawing from the free hand wasn't something I was keen to do.



Sources:

Alexeev's Hydrofoil Design Bureau: Overtake time (company advertising folder)
Koszela Witold, Okręty floty polskiej, Oświęcim 2017,
Maskalik A. N., Ivanenko V. V., Nagapetyan R. A., Volfenzon A. Ya., Krilatnye suda Rossii. Istoriya i sovremennost, Sudostroyenye, St. Petersburg 2006.

Bielecki Ireneusz, Uprowadzenia jednostek pływających na polskim wybrzeżu morskim w latach 1965-1991, "Okręty Wojenne" 212, nr 1.

http://24kurier.pl/75-lat-kuriera-szcze ... nad-morze/
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http://dudom.ru/kompjutery/teplohod-met ... ah-mozhet/
http://echokamienia.pl/powiat-i-region/ ... toria-tle/
http://www.expresselblag.pl/wiadomosci/ ... a-sprzedaz
http://fleetphoto.ru/projects/3/
http://foils.wordpress.com/2014/02/05/d ... -kolkhida/
http://forums.airbase.ru/2008/01/t59381 ... lyakh.html
http://foto-i-mir.ru/23180-valdai-45r/
http://gdansk.naszemiasto.pl/gdynia-hel ... c1-5213353
http://gdansk.naszemiasto.pl/o-krok-od- ... c1-5776369
http://karopka.ru/community/user/17875/ ... DEL=393846
http://kidstownm.citylife.sk/vylet/plav ... ava-vieden
http://korabley.net/load/drugie_suda/ch ... 6-1-0-1074
http://kruiznik.ru/forum/viewtopic.php?t=1328
http://leiden.courant.nu/issue/LLC/1971 ... e/1?query=
http://prestizszczecin.pl/magazyn/114/t ... winoujscia
http://rg.ru/2017/10/11/vpervye-s-sovet ... yliah.html
http://strangernn.livejournal.com/494895.html
http://szczecin.wyborcza.pl/szczecin/7, ... dwiga.html
http://szczecin.wyborcza.pl/szczecin/7, ... tkach.html
http://techmonuments.livejournal.com/334295.html
http://transport.sk/spravy/vodna-doprav ... lion-ludi/
http://trojmiasto.wyborcza.pl/trojmiast ... skiej.html
http://volga-shipyard.com/t/lastochka-m/
http://zstw.szczecin.pl/pl/o-nas/historia

http://www.binnenschifferforum.de/showt ... nblitz-TFB
http://www.binnenschifferforum.de/showt ... MO-7606384
http://www.ckbspk.ru/en/products/suda-n ... aldaj-45r/
http://www.classicfastferries.com/cff/p ... 2003_7.pdf
http://www.ddr-binnenschifffahrt.de/fot ... chiffe.htm
http://www.debinnenvaart.nl/schip_detail/1965/
http://www.debinnenvaart.nl/schip_detail/7581/
http://www.debinnenvaart.nl/schip_detail/7587/
http://www.expresselblag.pl/wiadomosci/ ... a-sprzedaz
http://www.greekpassengerships.com/
http://www.infomare.pl/historia-bialej- ... roku-1960/
http://www.korabel.ru/news/comments/o_b ... slovo.html
http://www.letelegramme.fr/local/finist ... 075532.php
http://www.londonreconnections.com/2020 ... es-part-1/
http://www.londonreconnections.com/2020 ... ck-part-2/
http://www.molene.fr/histoire/albums/le ... stere.html
http://www.naszbaltyk.com/morskie-kadry ... lotow.html
http://www.naszbaltyk.com/morskie-kadry ... slany.html
http://www.naszbaltyk.com/morskie-kadry ... aniem.html
http://www.naviecapitani.it/Navi%20e%20 ... lieolo.htm
http://www.naviecapitani.it/Navi%20e%20 ... lorida.htm
http://www.naviecapitani.it/Navi%20e%20 ... ikenia.htm
http://www.naviecapitani.it/Navi%20e%20 ... /Gabri.htm
http://www.naviecapitani.it/Navi%20e%20 ... /Vemar.htm
http://www.portalmorski.pl/inne/17911-s ... -nad-morze
http://www.shipspotting.com/gallery/pho ... id=1759346
http://www.swinoujskie.info/2018/01/13/ ... w-korkach/
http://www.vympel-rybinsk.ru/kometa-120 ... .html#tab1
http://www.spkfleet.ru/
http://www.zlatakorunacz.cz/eshop/brati ... ypu-meteor

http://ru.wikipedia.org/wiki/Беларусь_(тип_судов)
http://ru.wikipedia.org/wiki/Буревестни ... х_крыльях)
http://ru.wikipedia.org/wiki/Валдай_45Р
http://ru.wikipedia.org/wiki/Восход_(теплоход)
http://ru.wikipedia.org/wiki/Колхида_(т ... х_крыльях)
http://ru.wikipedia.org/wiki/Комета_(теплоход)
http://ru.wikipedia.org/wiki/Ласточка_( ... х_крыльях)
http://ru.wikipedia.org/wiki/Метеор_(теплоход)
http://ru.wikipedia.org/wiki/Метеор_120Р
http://ru.wikipedia.org/wiki/Олимпия_(т ... х_крыльях)
http://ru.wikipedia.org/wiki/Полесье_(теплоход)
http://ru.wikipedia.org/wiki/Ракета_(теплоход)
http://ru.wikipedia.org/wiki/Спутник_(теплоход)
http://ru.wikipedia.org/wiki/Тайфун_(ти ... х_крыльях)
http://ru.wikipedia.org/wiki/Циклон_(ти ... х_крыльях)


(And now, please, shed a tear over the fool that volunteered to do the Archive uploads...)

Wow, this is a treatise full of some very nicely-executed drawings. I just kept scrolling and scrolling...

Splendid work. I once propaply went onboard Rosetta back in 2009- or 2010, but it was on lake Keitele

_________________
Shipbucket mainsite, aka "The Archive"
New AU project "Aravala"

Yep that spiralled out of control!

Great drawings though and covers a neglected part of Soviet maritime history, they really went full on with hydrofoils, more so than any other nation I think.

Sadly hydrofoils seem passé these days but when I was a kid they still had cool factor. Cooler than hovercraft.

_________________
Hood's Worklist
English Electric Canberra FD
Interwar RN Capital Ships
Super-Darings
Never-Were British Aircraft

Excellend drawings of a rarelly heard ships....In Greece we still hove some operating in various routes!

Thanks for the kind words!
It took me way too much time to complete and I'm so happy I've already left it behind me.

@Gollevainen
Could be lake Keitele - these hydrofoils seemed to be moved around few times, both in terms of regular lines and temporary charters.

@Navarchos
Indeed, still at least like a dozen (or even more) seem to be in operation in Greece!

Amazing work and impressively comprehensive. I've always thought the Russian hydrofoils looked cool and you did a great job depicting them.

Great work on these! (I know the Greeks had quite a few since at least the 80s as my friend Takis Recalls being at Perama Surveying his Ship Sea Venture under construction and Seeing about a dozen of them all in a line in one of the yards, and I checked and sure enough, they can be seen in photos like this one (and on Google earth some seem to STILL be laid up there for some reason)

_________________
Current Projects:

MV Sewol (1994-2014)
MV Sea Venture (1985-2004)
KMP Windu Karsa (1980-2011)
KMP Jatra I and II (1980-2021, 1980-)
MV Cassiopea (1972)

Future Projects:
Ferry Nankai No.1 (1972-)
Hayabusa No.1 and No.2 (1972)
MV Regent Sky (1989-2011)
MV Pride of al-Salam 95 (1996-2005)
MS Willem Ruys (1947-1965)
MS Royal Pacific (1992)
MV Sunflower 11 (1974-1998)
Awaji Ferry Classes (1968, 1970, 1974, and 1989 series)
MV Chrissi Avgi (1970-1983)