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
