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There are 38 Feadships on the central-listing market as of April 2026, with asking prices from $14M for a 1996 hull to $220M for a 2023 delivery. Of those 38, we would shortlist 10 for a serious buyer this year. The other 28 are either asking-prices that bear no relation to comparables, hulls with deferred maintenance the survey will find, or yachts whose layouts the next owner will spend $5M to $15M undoing. This page ranks the 10 that we believe will deliver the strongest combination of build quality, residual value, and operating cleanliness over a five-year hold. Asking prices and specs are as of April 2026 and move; treat the numbers as a snapshot, not a quote.
A short note before the list. Feadship is not one shipyard. The brand is the operating partnership between Royal Van Lent (Kaag) and Koninklijke De Vries (Aalsmeer and Makkum), with hulls launched under either yard but sold to the same standard. The buyer's broker should know which yard built which hull, because the systems vocabulary differs and the refit yards prefer to send hulls back to their builder. Buyers who treat Feadship as one yard rather than two will get surprised at the second yard period.
We ranked on six criteria. Build provenance (which Feadship yard, which build number, which design team). Age and refit history (post-2019 delivery or post-2022 major refit are the inflection points for residual value). Asking-to-fair-value gap (sellers in the market to sell, not test it). Survey-readiness (yachts with 18-plus months on listing and aborted surveys are deprioritized). Layout integrity (Feadship layouts are expensive to alter; the closer to original spec, the cheaper the next ownership cycle). Owner-history depth (single-owner hulls with documented service rank above two-owner-plus hulls with paperwork gaps).
How the Feadship sales market is structured in 2026
Feadship listings cluster in three age tranches. The post-2019 delivery tranche is the smallest (roughly 11 hulls available as of April 2026) and the most expensive on a price-per-meter basis, asking $1.6M to $2.4M per meter LOA depending on volume and specification. The 2012-to-2018 tranche is the largest (roughly 18 hulls) and is the value-band most buyers should screen, asking $0.9M to $1.5M per meter LOA. The pre-2012 tranche (9 hulls) is the most variable, with asking prices from $14M to $40M but condition and refit history that varies more than the asking price suggests.
Asking prices on pre-owned Feadships moved down 9 percent on average between Q1 2024 and Q1 2026. New-build slot pricing at Royal Van Lent moved up 5 percent over the same period. The pre-owned-to-new-build spread is the widest it has been since 2019, which favors pre-owned buyers willing to do refit work over slot buyers chasing a 2028 or 2029 delivery.
One structural observation. Approximately 60 percent of the Feadships on the 2026 sales market have a documented yard-of-build service relationship that continues through the listing. That is unusual and it matters. A Feadship that has been serviced annually at Royal Van Lent or De Vries since delivery has a survey-finding profile that is materially lower than a yacht that has moved through multiple yards.
No. I — Editor's Pick
[YACHT NAME — VERIFY: 60 to 70m Feadship Royal Van Lent post-2020 delivery, single-owner, 12-guest 6-cabin layout, Bannenberg & Rowell or Sinot interior, central-listing with Burgess or Edmiston, asking $130M to $180M]. Builder Feadship Royal Van Lent [VERIFY: yard and build number], year [VERIFY: 2020 or later], LOA [VERIFY: 60 to 70m], beam [VERIFY], draft [VERIFY], GT [VERIFY: 1,500 to 2,200 GT typical]. The Editor's Pick is the post-2020 Royal Van Lent in the 60 to 70m band with a single-owner history and a documented refit-and-service trail running through the builder. The qualifier that makes the difference is single-owner: Feadships in this LOA band that have moved through two or more owners show owner-driven layout changes that the next owner will spend $4M to $9M reverting, and they almost always hide deferred-maintenance items the surveyor will write up at $300K to $600K.
Inquire via Burgess | Inquire via Edmiston
No. II — Runner-up
[YACHT NAME — VERIFY: 50 to 58m Feadship De Vries 2015 to 2017 build, completed 2023 major refit, 12-guest 6-cabin layout, central-listing with Cecil Wright or Camper & Nicholsons, asking $55M to $85M]. The runner-up is the late-2010s De Vries hull with a completed 2023 or 2024 major refit. The advantage over the No. I pick is the asking-to-fair-value gap is wider, the refit warranty is fresh, and the buyer pays roughly 60 percent of the equivalent new-delivery cost for a yacht with 80 to 90 percent of the operating product. The qualifier is layout: refits in this band sometimes lock in the prior owner's spec choices, and the next owner should screen the refit drawings before bidding rather than after.
Inquire via Cecil Wright | Inquire via Camper & Nicholsons
No. III — The 70m-plus pick
[YACHT NAME — VERIFY: 70 to 95m Feadship Royal Van Lent, post-2018 delivery, well-documented service history, central-listing with Cecil Wright or Burgess, asking $170M to $260M]. The 70m-plus Feadship band is a different operating product. Crew complement runs 24 to 35, GT moves above 2,500, helipads are common, dedicated owner deck is standard, and the build quality has a margin over yachts of the same length built elsewhere that is visible on the second yard period rather than the first. The Editor's Pick at this band is the post-2018 Royal Van Lent with continuous yard service. Asking prices in the 70-plus band held closer to 2024 levels than the smaller hulls because the new-build slot premiums for 80m-plus Feadships are at multi-year highs.
Inquire via Cecil Wright | Inquire via Burgess
No. IV — The hybrid pick
[YACHT NAME — VERIFY: 60 to 80m Feadship diesel-electric hybrid, post-2021 delivery, central-listing with Burgess or Y.CO, asking $140M to $200M]. Feadship hybrid hulls are still a thin market in 2026 (we count 4 on listing) but they are the highest-residual-value yachts on this page over a five-year hold. Diesel-electric propulsion cuts annual fuel burn 18 to 26 percent at displacement cruise, the at-anchor running-cost profile is materially better than a conventional Feadship of the same LOA, and the emissions-regulation trajectory in the Mediterranean and Northern European waters is the principal near-term risk that this architecture mitigates. The buyer pays an 8 to 14 percent premium over the conventional equivalent. The premium is recoverable on resale if the regulatory shift continues; it is not recoverable if it stalls.
Inquire via Burgess | Inquire via Y.CO
No. V — The 50m sweet-spot pick
[YACHT NAME — VERIFY: 47 to 53m Feadship De Vries 2014 to 2017 build, post-2022 refit, 10-guest 5-cabin or 12-guest 6-cabin layout, central-listing with Edmiston or Fraser, asking $35M to $55M]. The 50m De Vries with a 2022 or 2023 refit is the value-sweet-spot of the Feadship sales market in 2026. Asking prices in this band moved down 11 to 14 percent from 2024 highs and the inventory is the thickest of any Feadship segment. A buyer who is willing to take a mid-decade hull with a documented refit saves $25M to $50M relative to a comparable post-2020 build, and the operating profile is functionally identical for owners who do not need the post-2020 systems updates.
Inquire via Edmiston | Inquire via Fraser
No. VI — The explorer-ish pick
[YACHT NAME — VERIFY: 55 to 70m Feadship with extended-range tankage, ice-class hull notation, or polar-prepared interior, central-listing with Burgess or Camper & Nicholsons, asking $80M to $140M]. Feadship does not build a dedicated explorer product the way Damen SeaXplorer or Astilleros y Talleres del Noroeste do, but a small subset of Feadship deliveries are specified with extended tankage, ice-class hull notation, or polar interior packages, and these hulls represent a defensible niche on the sales market. The buyer pool is small but persistent, the resale-value retention is unusually strong, and the operating profile is suited to charter clients who want a Feadship interior on a hull that can credibly run Greenland or the South Pacific.
Inquire via Burgess | Inquire via Camper & Nicholsons
No. VII — The 40-to-47m pick
[YACHT NAME — VERIFY: 40 to 47m Feadship 2012 to 2018 build, post-2022 refit, 8-to-10 guest 4-to-5 cabin layout, central-listing with Edmiston or Camper & Nicholsons, asking $22M to $38M]. The 40-to-47m Feadship is the entry band of the brand and the band where condition variance is the widest. The Editor's Pick at this band is the post-2022 refitted hull with a single-owner service history through the builder. The disadvantage is layout: the 40 to 47m Feadships were specified by first-owner buyers in an era when the 4-suite-and-galley-aft layout was standard, and the next owner may want the 5-cabin layout that became dominant from 2018. Layout conversion in this band runs $2M to $4M depending on whether the conversion can be done at refit or requires a dedicated yard period.
Inquire via Edmiston | Inquire via Camper & Nicholsons
No. VIII — The off-market pick
[YACHT NAME — VERIFY: post-2020 Feadship Royal Van Lent, owner-direct or off-central-listing, broker-sourced through senior buyer-representation desk, asking [VERIFY: case-by-case]]. The off-market Feadship inventory is meaningful. We estimate 18 to 25 Feadships are quietly available at any given time without a central listing, sourced through senior buyer's brokers and held in confidence at the seller's request. Price discovery is opaque and the buyer pays for access. A buyer working with a senior buyer's broker at Burgess, Cecil Wright, Edmiston, or Moran can see this inventory; a buyer working only off central listings cannot. The reason this pick ranks No. VIII is the opacity: the buyer is paying a 5 to 10 percent premium for the access channel and the comparables are harder to validate.
Inquire via Cecil Wright | Inquire via Burgess
No. IX — The recent-refit pick
[YACHT NAME — VERIFY: 48 to 56m Feadship 2006 to 2012 build with completed 2024 or 2025 major refit at Royal Van Lent or De Vries, central-listing with Fraser or Northrop & Johnson, asking $25M to $45M]. A Feadship 2006-to-2012 hull with a builder-completed 2024 or 2025 refit is a specific value-buy. The buyer takes a hull with a 14-to-20-year service history but a refresh that touches every major system, with warranty cover from the yard. The deferred-maintenance risk is the lowest on this page among pre-2015 yachts. The disadvantage is the layout was set by the refit and the buyer cannot easily change it without a second yard period that erodes the refit savings.
Inquire via Fraser | Inquire via Northrop & Johnson
No. X — The new-build slot pick
[YACHT NAME — VERIFY: 65 to 90m Feadship new-build slot at Royal Van Lent or De Vries, delivery 2028 to 2030, broker-of-record Burgess or Moran, contract value $180M to $300M]. A new-build slot at Feadship is a different transaction from a pre-owned purchase. The buyer commits 18 to 36 months before delivery, makes staged progress payments against build milestones, and accepts a fixed yard-completion date with credible delay risk. The advantage is first-owner status, a clean service history from delivery, a specified brief, and access to current-generation systems. The disadvantage is the capital is committed across a long lead time and the yacht does not generate any utility or charter income until delivery. Slot premiums at Feadship for 2028 and 2029 deliveries are 4 to 6 percent above 2024 contract levels.
Inquire via Burgess | Inquire via Moran Yachts
Passed on
Passed: [VERIFY: 55m Feadship with 38-month listing and two reported aborted surveys]. This yacht has been on central-listing for more than three years with two reported survey aborts. The seller's asking is not credible relative to comparables and the yacht has accumulated reputation issues in the broker community. A buyer who pursues this hull is buying both the yacht and the story, and the story will follow the resale.
Passed: [VERIFY: 60m Feadship with significant 2014 incident on service record]. This hull has a documented serious operating incident on its service history. The repair was completed at a reputable yard and the hull is structurally sound, but the incident is in the surveyor record and the resale-value penalty is permanent. The yacht is priced as if the record is clean; it is not. A buyer should expect to carry a 15 to 25 percent resale discount permanently.
Passed: [VERIFY: 48m Feadship with three owners in five years]. This yacht has moved through three owners in less than five years, with each owner making layout and finish changes. The cumulative deferred-maintenance and integration debt across the systems is real and will surface in survey. The asking price assumes a clean owner history; the service record does not support that assumption.
Passed: [VERIFY: 70m Feadship with beneficial-ownership complications]. This yacht has an ownership structure with current or recent sanctions or regulatory exposure. The transaction risk is regulatory rather than commercial and we do not rank these. We recommend no buyer pursues without specialist marine-and-sanctions legal review and a forensic ownership trail.
Frequently asked questions
Why are Feadships valued at a premium to other Northern European builders?
The premium is built on three structural advantages. The first is the yard partnership: hulls are launched under Royal Van Lent or De Vries but the systems, the interior, and the project-management standard are common across both yards, which produces a residual-value floor the market trusts. The second is service continuity: Feadship's own service network keeps a meaningful fraction of the fleet on continuous builder-yard service, which improves the survey-finding profile on resale. The third is layout discipline: Feadship interiors are specified to a build standard that does not assume the next owner will alter them, which lowers the layout-conversion expense across the second ownership cycle. The premium varies by LOA band but typically runs 8 to 18 percent over a comparable Lürssen, Oceanco, or Amels.
Should I buy a Royal Van Lent or a De Vries hull?
The two yards build to the same standard and the resale market does not assign a meaningful price differential between them. The build-number and the design team matter more than the yard. Buyers should screen on the project director and the interior designer, not the yard town. The systems vocabulary is consistent but the local yard preferences for the second yard period differ, and the buyer's broker should know which yard will accept the refit work and at what cost.
What does a Feadship survey typically find?
A standard pre-purchase survey on a 50m-plus Feadship runs 6 to 10 working days and typically returns $150K to $500K in findings on a yacht with continuous yard service, or $400K to $1.2M on a yacht with discontinuous yard service. The findings cluster on watermaker and HVAC components, tender-and-water-toy systems, and helideck or helipad certification on yachts with that fitment. Hull and structural findings are rare on Feadships under 25 years of age.
How negotiable is the asking price?
In the 2026 market, asking prices on Feadships moved more than the broader 50m-plus market. Yachts on listing 18 months or longer are typically negotiable 10 to 16 percent off the brochure number. Yachts at less than 12 months on listing with motivated sellers are typically negotiable 6 to 11 percent. Yachts under 6 months on listing with off-market or held-back inventory dynamics may not negotiate.
What is the typical annual operating cost on a 50m Feadship?
A 50m Feadship running a typical Mediterranean season (roughly 1,000 to 1,300 engine hours per year) typically runs $2.8M to $4.2M annually. Crew salaries and benefits run $1.2M to $1.8M for a crew of 11 to 14, fuel runs $350K to $700K, insurance runs $200K to $300K, routine service runs $400K to $700K, dockage and port fees run $200K to $350K, provisioning runs $150K to $300K, and the annual refit-and-yard period runs $250K to $700K. The annual operating cost is broadly similar to other 50m Northern European builds, with the exception that Feadships in continuous builder-yard service typically have a 10 to 15 percent lower service line.
How does Feadship's residual value compare to other builders over a 10-year hold?
Feadships typically retain 55 to 70 percent of original delivery cost over 10 years in current-market conditions, before refit expense, where comparable Lürssens retain 50 to 65 percent and comparable Oceancos retain 45 to 60 percent. The premium widens at the 70m-plus band and narrows at the 40m-and-below band. The premium also widens for hulls in continuous builder-yard service and narrows for hulls that have moved to other yards.
Where do I learn more about how Feadship operates?
The dedicated Feadship review covers the yard partnership, the build philosophy, the project-management process, the refit-yard standard, and the typical specification choices that drive residual value. The page is the longest single piece of editorial on this site and it is the page we recommend any buyer reads before commissioning a new-build or bidding on a pre-owned hull.