The builders were Triton Jachten, a small family firm based in Waalwijk, Netherlands. This will be the ninth Euroship Services vessel that they have built in the last few years and in 2003 have completed a 23m luxemotor for a Swiss customer - with a garage for an Audi A2 in the bow - and in 2004 2 15m luxemotors.  They have also built a number of smaller EuroshipServices sloeps. Triton have a total of approx 15 workers, which includes the owners 3 sons.  Projects in 2005 include fitting out a 26m luxury yacht and 2 Vrijpack 18m cotters.  A new build hall is also being completed to commence the build of a 38m luxury yacht in 2005.  The photos will give you an idea of how spacious and well equipped their building facility is.


Arjan Loeve
Triton Jachten
Duikerweg 25
5145 NV

Tel: +31 416 651369
Fax: +31 416 650658

Link to Multmap


Hull lines



Working with Triton Jachten has been an amazing experience and their dedication to detail, professional thoroughness and getting it right without prompting and discussion surprised us on many occasions.  For example, the seals for the saloon windows.  I was expecting them to use a foam strip type draught excluding seal to seal between the wooden window frame and the steel superstructure.  Triton sourced a rubber section which then required a precision groove routing in the window frame to accept it.  Frequently, I came back after a couple of weeks away and was extremely and pleasantly surprised to see how work had been done.  I've read snippets of errors made by UK barge builders in their boats and systems and can say that Triton have built and installed to very high standards.   Their attitude to sourcing materials was also illuminating and any discounts obtained were passed on.  Indeed, I was invited to use their suppliers and quote "Triton Jachten" when buying items - resulting in huge discounts and much, much cheaper than buying in UK - for example 5.76m2 of Kooltherm 50mm insulation for the deepfreeze was 108 inc a 40% discount in UK and 6m2 of the same stuff was 108 in NL - 40% cheaper.

One particular area warrants special mention, and that is the engine room sound proofing.  Triton standard practice is to completely line the engine room before any machinery and equipment is installed.  The lining consists of 50mm rockwool on all bulkheads and 100mm on the underside of the wheelhouse floor.  Where equipment is to be mounted, the rockwool is then covered with 9 or 18mm plywood.  Over both plywood and rockwool is then laid a black oil and flash proof  fabric which is then covered with white perforated aluminium sheet.  When the compartments forward and aft of the engine room are fitted out, a further 50mm of rockwool is used on the bulkheads.  The overall result is very professional and extremely smart and to my knowledge they are the only yard that sound proofs to this standard on this type of vessel. Even a large Sunseeker motor yacht viewed at the Sep 05 boat shows did not have an engine room lining to this standard, with only a few self adhesive panels around equipment.  As a result engine and, perhaps more importantly, generator noise is well supressed - talking in the engine room is like being in an anechoic chamber.  If you look at the pics, I think you will agree and it makes the engine room as clean as an operating theatre - and without the MRSA.

Triton were very happy for Ali and I to work alongside their people and be totally involved and hands on - indeed I was often the last to leave.  Their working hours made best use of our visits - 0730 to 1700 with 3 20 - 30 min breaks and late night working to 2100 on Mon and Thurs and working on Saturday until early afternoon.  I certainly get more achieved in NL than if I was doing the same in UK with all the attendant distractions.  The working conditions were also excellent - being in a warm and bright workshop during the winter when outside is below zero did much for motivation.  It was an amazing and complete contrast to UK boat yards.

As well as being there to answer questions, specify where fittings, tubes and holes were to be cut etc etc etc, we did the odd job or two of our own.  We basically did all the stripe coats on the internal frames and weld seams prior to spraying, plus the interior painting with the Amerlock and foul water tank painting, the manufacture of various boxes to hold batteries, water tanks and deep freeze.  We had to ensure that all requirements and systems to support residential use would be incorporated and spent much time on the following areas:

Regrettably, Triton have had a change of business direction and have moved away from building ESS vessels.  I think most of their energy will be spent on the construction of a 43m luxury yacht.

Hull Construction

The hull is all welded steel with hard chines and an impressively sized skeg or keel under the deadwood.  Although an original 1920s vessel had round bilges, hard chines offer a couple of advantages.  The hard chines "grip" the water resulting in better longitudinal and roll stability and the displacement of a hard chine compared with a round bilge is less.  The large skeg also adds to stability and meant that we did not require bilge keels.  The bottom and chine plates are 10mm steel, hullsides, decks and upperworks are 6mm. Frames are at 500mm centres and frame web and flange measurements vary - bottom frame webs are up to 300mm deep with a 50mm flange, hullside frames are typically 100 or 120mm webs and 50mm flange. Frame thickness is either 10mm or 6mm - there quite a few 10mm frames which used up the 10mm plate left over from bottom and chine plates.

Construction technique introduces considerable compound curvature into hull panels through stretching the steel without the use of extensive pulling and heating. This is particularly noticeable in the bow and stern, which results in a fine entry and exit and consequent low drag and reduced wash. Hull speed should be in the region of 11 or 12 knots. See Hull Statics for further information.

The diesel tanks and foul water tanks are integral to the hull, with the foul water tanks at the sides beneath the saloon floor.  Between the foul water tanks is space for the fresh water tanks.

Hull fabrication is excellent with very fair plates. Virtually all "corners" - lockers and hatches in particular - have rounded corners. All hull welds above the top chine were ground smooth during build.

The completed hull took just under 4 months to build and 2 people worked on it full time and a third person for approx half the time.  This shows the clear advantage of building from a kit of CNC cut parts.


Klaas Loeve

Triton joint owner

Piet Both

Large ship project managerr

Nelleke Loeve

Business and Office Manger

Arjan Loeve

Mechanical and electrical installation.  Small ship project manager.

Robert Loeve

Yard Manager.

Stefan Loeve

Teak varnishing, interior woodwork and flooring.  Engine room soundproofing.

Damir and Martin

Welders.  Put the hull together and hated square corners.  Amazing ability to persuade steel to bend into compound curves.


Welder.  Did all the seam welding and ground all welds above the top chine - both mammoth jobs and care with the latter makes all the difference to the finished barge.


Timmerman.  Made aft cabin, wheelhouse, steering console and chart table.  Superb craftsman.


Timmerman.  Made saloon windows that I designed based on visiting the luxemotor "Rival".


Timmerman.  Made fore deck locker tops.


Engine room sound proofing.


Painter.  Sprayed, sanded, filled, painted the hull and superstructure.  Incedible stamina to sand filler for hour after hour, day after day and week after week.


Steel fabricator and welder.

Triton Jachten photo gallery 

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