Feadship Yachts: Dutch Custom Buyer Guide 2026

Quick answer: Feadship is the reference standard for full-custom superyacht construction. With an order book exceeding €1.5 billion and 70+ years of fleet history, the Dutch builder occupies a category above semi-custom alternatives — every vessel is architecturally unique, built at Aalsmeer or Makkum under De Voogt naval architecture. For buyers with a commission budget above €50 million, a 5–6 year delivery horizon, and a preference for the highest documented build quality in the industry, Feadship deserves primary evaluation.

Why Feadship Is in a Different Category From Other Builders

Most builders described as “custom” are semi-custom — they work from established hull platforms with owner-specified fit-outs. Feadship does not operate this way, and the distinction is not marketing.

Every Feadship commission begins with a blank design brief. Hull form, displacement, propulsion configuration, structural methodology, and interior architecture are all developed from the owner’s specific programme. There is no existing Feadship hull that gets adapted for the next project; De Voogt Naval Architects develops a new structural envelope for each vessel.

This methodology explains three things. First, lead times are consistently longer than semi-custom peers. Second, prices start higher per metre. Third — and this is the part that justifies the wait and the cost — resale values are the strongest in the global fleet by every published measure. The informal “Feadship premium” on resale, typically 10–15% above comparable custom builds from other Dutch yards, is real and well-documented in broker circles. Each Feadship is structurally unique, so no direct comparator inventory exists on the brokerage market — that structural scarcity is a fundamental price floor.

The Feadship consortium as a commercial entity dates to 1949, when De Voogt Naval Architects, the Van Lent family shipyard, and the De Vries Scheepsbouw facility formalised a joint brand identity for their combined superyacht output. The consortium has been controlled since 1979 by Royal Dutch Shell’s former management — a structure that has proved remarkably stable and has allowed consistent long-term investment in facilities and engineering talent rather than short-term volume growth.

The Two Feadship Yards: Aalsmeer and Makkum

Feadship operates two Dutch build facilities, each with distinct capacity and specialisation.

Royal Van Lent — Aalsmeer

The Aalsmeer facility, operating under the Royal Van Lent brand, is Feadship’s primary facility for larger projects. The covered build halls at Aalsmeer can accommodate steel-hull construction up to approximately 100 metres. Aalsmeer has been the construction site for some of Feadship’s most celebrated recent projects, including large displacement motorships in the 65–90m range.

The Aalsmeer facility is approximately 20 kilometres from Amsterdam Schiphol Airport, which has practical implications for owners who visit frequently during the build process — accessibility from major international hubs is genuinely convenient compared with shipyards in more remote Dutch or German coastal locations.

Feadship De Vries — Makkum

The Makkum facility handles projects in the 30–65m range and provides specific construction capabilities for vessels requiring shallower draft or aluminium hull methodology. Makkum has produced numerous Feadship commissions in the €25–70 million range that represent the entry tier of the builder’s capacity.

Both facilities maintain De Voogt engineering offices and full fit-out capabilities. The allocation of a specific project to Aalsmeer or Makkum is determined by hull size, structural methodology, and current build queue rather than buyer preference.

Facility	Location	Primary Hull Size	Key Capability
Royal Van Lent — Aalsmeer	Near Amsterdam	50m–100m+	Steel hull, large-format projects
Feadship De Vries — Makkum	Friesland coast	30m–65m	Aluminium hull, mid-range projects
De Voogt Naval Architects	Amsterdam/Aalsmeer	All projects	Hull design, structural engineering

De Voogt Naval Architects: What In-House Design Means for Buyers

At most superyacht builders, the naval architect designs, the yard builds, and coordination happens through drawings and periodic review meetings. De Voogt is permanently embedded at Feadship — staff work on active projects in real-time collaboration with the build teams.

The practical result: structural decisions are made with both engineering rigour and build-reality understanding simultaneously. De Voogt’s hull forms reflect what is achievable at the specific facilities with specific materials. Their team knows the weld standards, the build tolerances, and the systems integration constraints from decades of direct operational experience. For buyers, this means structural conflicts between design and construction are resolved earlier and less expensively than at yards where design and build are managed as separate contracted relationships. Experienced project managers will tell you this is the single biggest reason Feadship builds have fewer post-delivery warranty claims than comparably complex commissions elsewhere.

De Voogt also maintains the naval architecture records for the existing Feadship fleet — a function that has practical implications for owners of existing Feadship vessels undertaking major refits or structural modifications. Accessing original structural calculations and design records is materially simpler for Feadship vessels than for most other builders.

The Feadship Order Book: €1.5 Billion and What It Implies

Feadship’s order book exceeded €1.5 billion in contract value as of mid-2026 — placing it among the top five shipyards globally by order book value and unambiguously leading all other builders in terms of average project value per vessel. With 6–10 active projects at any given time across both facilities, the average contract value per vessel in the queue exceeds €150 million, reflecting both the builder’s positioning at the extreme upper end of the market and the trend toward progressively larger and more complex commissions.

For prospective buyers, the order book figure has several implications. First, Feadship’s facility capacity is committed: buyers approaching the yard expecting a 3-year delivery are likely to be disappointed — the queue for facility slots extends beyond current committed capacity. Second, the demand signal represented by €1.5 billion in committed work means Feadship is not negotiating competitively on price or timeline against rivals; the builder’s market position is strong enough that terms are set by the yard’s operational calendar, not competitive pressure.

Third, and importantly for brokerage buyers: the order book depth creates an active secondary market for Feadship vessels among buyers who cannot secure a new-build slot on their preferred timeline. Brokerage Feadship enquiries have increased alongside new-build lead times — a structural dynamic that supports values at the upper end of the fleet.

Feadship and the Mediterranean Market

Feadship’s Mediterranean presence is concentrated at Monaco and Antibes during the summer season, with the Monaco Yacht Show in September serving as the primary annual showcase event. The show at Port Hercule is the natural venue for Feadship — its format, exclusivity, and buyer profile match the builder’s market positioning precisely. Major Feadship vessels are typically displayed at Monaco with open private viewing by appointment rather than general admission.

For buyers whose primary cruising intention is the Mediterranean, Feadship’s design capabilities accommodate the specific requirements of Med use well: hull forms suited to moderate sea states and anchorage approaches, beach club and tender handling provisions, and the interior volume-to-length ratios that support Med summer living. The majority of active Feadship vessels in the global fleet spend at least part of the year in Mediterranean waters.

The Med’s charter market presents an interesting context for Feadship owners. Very few Feadship vessels are commercially chartered — the combination of absolute build cost, running cost structure, and owner profile typically places these vessels in private-only use. However, charter management has been employed on some Feadship projects as part of an ownership cost offset strategy; the vessels that have entered the charter market command the highest weekly rates of any motorships in their size category.

What Feadship Resale Data Shows

Feadship’s resale value performance is the most extensively documented in the superyacht industry. Independent broker surveys and BOAT International’s annual used market analysis consistently place Feadship at or near the top of all builders for value retention across the global fleet.

The key data points from published analysis and broker consensus:

10-year retention: Well-maintained Feadship vessels in the 45–80m range retain approximately 70–85% of their original purchase price after 10 years. This compares with approximately 55–75% for comparable Sanlorenzo semi-custom vessels, 50–65% for mass-production Italian alternatives, and 80–90% for the very best Lürssen commissions in the mega-superyacht category.

Factors supporting value: The full-custom specification creates no direct comparator inventory. The De Voogt structural engineering produces build quality with documented 30–40+ year operational lifespans. The Feadship service network provides comprehensive refit capability that maintains asset condition over extended ownership cycles.

Factors that challenge value: Outdated interior specifications — particularly in vessels built before 2010 that reflect earlier aesthetic standards — require investment to restore competitive charter or resale appeal. Technology obsolescence in bridge systems, AV, and automation is the primary driver of interim refit expenditure. Buyers of 10–15 year old Feadship vessels should plan for an interior and systems modernisation budget of 15–25% of purchase price.

For buyers new to the superyacht acquisition process, our superyacht buying guide provides the evaluation framework that applies to both new-build commissioning and brokerage acquisition in this asset category.

The Commissioning Process: What Feadship Buyers Experience

Feadship’s commissioning process is unlike any other builder engagement. Here is what actually happens, so you approach it with realistic expectations rather than yard marketing.

Phase 1 — Feasibility and design brief (6–12 months): The process begins with meetings with Feadship’s commercial team and De Voogt to establish the general programme — size, range, accommodation, propulsion concept. A letter of intent is typically signed at the end of this phase, with an initial design retainer payment that covers De Voogt’s work through preliminary design.

Phase 2 — Concept and preliminary design (12–18 months): De Voogt develops hull lines, general arrangement drawings, and structural sections. The owner and any appointed external designer work with De Voogt to refine the internal arrangement. Equipment specifications — propulsion, generators, watermakers, stabilisers — are confirmed. A full project cost estimate is produced at the end of this phase, allowing the formal build contract to be signed.

Phase 3 — Detailed design and build (36–48 months): Steel cutting begins after detailed structural design is complete. Build milestones typically run: keel laying, hull completion, outfitting, sea trials, delivery. Owner visits during build are encouraged; Feadship maintains owner liaison teams at both facilities.

Phase 4 — Sea trials and delivery: Feadship’s sea trial programme is among the most extensive in the industry — typically 4–6 weeks of sea trials, including speed, fuel consumption, sea-keeping, and systems trials. Punch-list resolution before delivery is standard rather than post-delivery correction.

Ownership Costs for Feadship Yachts

Operating a Feadship follows the superyacht industry cost structure of approximately 10–12% of vessel value per year for a professionally managed privately operated vessel. Given Feadship’s higher-than-average vessel values, the absolute cost figures are substantial:

Vessel Value	Estimated Annual Operating Cost	Key Cost Drivers
€30M (45m vessel)	€3M–€4M/yr	STCW crew (8–10), MAN/MTU overhaul cycle, Med berths
€60M (60m vessel)	€6M–€8M/yr	Larger crew (12–15), stabiliser maintenance, annual refit
€100M (75m vessel)	€10M–€13M/yr	Full professional management, extensive refit cycle
€150M+ (85m+)	€15M–€22M/yr	Crew of 20+, annual refit budget 2–4M, flag compliance

For detailed cost modelling across vessel sizes and operational profiles, see our yacht ownership cost guide.

Where this fits in the buyer journey

Use this Feadship Yachts: Full Buyers Guide 2026 — Buyer Guide page as one decision layer, not as a standalone verdict. Cross-check it against the brand comparison hub, then pressure-test the numbers with the yacht buying guide. If the vessel profile still makes sense, send the brief through our matched shortlist request so we can route you to the right broker, surveyor, lender, or registration specialist for this exact case.

Source note for Feadship Yachts: Dutch Custom Buyer Guide 2026

For Feadship Yachts: Dutch Custom Buyer Guide 2026, brand, order-book, resale, and running-cost references are buyer-intelligence benchmarks, not manufacturer representations or live inventory. Confirm current delivery slots, warranty terms, closed-sale comparables, and service support with the yard, central agents, and independent surveyors.

Related Guides

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Buyer scenarios for feadship

Weekend coastal owner (feadship): Plan 40–60 sea days per year within 200 nm of home port. Prioritise simple systems, familiar yards, and insurance in a jurisdiction your lender accepts.

Liveaboard cruiser (feadship): You need passage-making range, comfortable berths, and predictable service networks in the Med or Caribbean. Budget 15–25% of hull value annually for running costs on this use case.

Charter-offset investor (feadship): You accept crew, management, and VAT/flag planning in exchange for limited personal weeks. Treat charter income as uncertain — never as guaranteed yield.

Apply this lens to feadship before you sign any MOA or build contract.

Red flags and buyer checklist (feadship)

Use this checklist before you wire a deposit or sign a build contract. Any red flag below is a reason to pause, renegotiate, or walk away.

• Confirm independent survey scope covers hull, machinery, rigging (if applicable), and electronics — partial surveys miss expensive defects.
• Red flag: seller refuses escrow, clean title search, or lien releases before closing.
• Red flag: engine hours, generator hours, and AIS track history do not align with the owner’s stated use pattern.
• Verify VAT, import duty, or flag-change status in writing for cross-border deals.
• Check marina berth availability and insurance binders in your home region before you assume the yacht fits your budget.
• Request 36 months of service invoices; gaps in maintenance records often predict post-closing surprises.

Frequently Asked Questions

Is Feadship worth the premium over a semi-custom Dutch builder like Heesen? +

Feadship's premium over Heesen — the most directly comparable semi-custom Dutch alternative — is typically 20–40% on a per-metre basis, depending on size and specification level. For buyers whose primary priority is absolute build quality and maximum resale value retention, the premium is justifiable by the data: Feadship's resale retention consistently exceeds Heesen's over 10-year ownership periods. For buyers who value faster delivery and a more defined budget envelope, Heesen's semi-custom approach offers a compelling middle ground.

Can I see a Feadship build in progress at the yard? +

Yes — Feadship encourages owner visits during the construction process and maintains visitor facilities at both Aalsmeer and Makkum. Non-owner visits are less common but can be arranged through broker relationships or industry event connections (METS Amsterdam in November is the most accessible entry point for industry participants). Feadship does not operate standard consumer open days, as the build environment contains confidential commission work for multiple clients simultaneously.

What flag do most Feadship owners choose? +

The Cayman Islands and Marshall Islands are the most commonly used flag registers for Feadship vessels in private operation. Both registries are widely accepted in Mediterranean and Caribbean waters, impose no crew nationality restrictions, and have well-established relationships with the large international crew agencies that Feadship owners typically use. Buyers who intend commercial charter operation from a European base sometimes choose the Malta flag (EU member state) for specific VAT and commercial certification advantages. See our yacht flag registration guide for full comparative analysis.

Does Feadship do major refits on older vessels? +

Yes — Feadship operates a full refit capability at both Aalsmeer and Makkum, and maintains design records for its entire fleet that facilitate complex structural and systems work. Major Feadship refits — full interior refurbishment, propulsion upgrades, structural modifications — run from approximately €2 million for light refits on mid-size vessels to over €15 million for comprehensive modernisation programmes on large vessels. Feadship refits are more expensive than third-party refit facilities but provide direct access to the original structural records and engineering team.

How many Feadship yachts exist in the world? +

Feadship has delivered over 800 vessels since the consortium's formation, though the active operational fleet is substantially smaller — older vessels have been retired, converted, or lost. The current operational Feadship fleet is estimated at approximately 350–400 vessels above 25 metres, representing a meaningful share of the world's most valuable superyachts in that size range. The density of Feadship vessels visible in Port Vauban (Antibes) and Port Hercule (Monaco) during peak Mediterranean season reflects the brand's Mediterranean concentration.

Can Feadship build a sailing yacht? +

Feadship does not build sailing yachts and has not historically done so. The builder's expertise and facilities are optimised for steel and aluminium motorships. Buyers seeking full-custom sailing superyacht construction should evaluate Perini Navi (now Picchiotti under Sanlorenzo ownership), Royal Huisman, Vitters, or Southern Wind, depending on size and specification. For motorsailer concepts that incorporate sailing elements within a primarily motor-yacht programme, the question is worth discussing with De Voogt directly — but no precedent exists in the current Feadship fleet.