Hood 57 LM Express Cruiser Yacht - Lyman-Morse Boatbuilding

Summary

Lyman-Morse took an innovative approach to the construction of the new Hood 57 LM custom motor yacht being developed in a collaboration with C.W. Hood Yachts and Stephens Waring Yacht Design. A Spirit of Tradition show-stopper built at Lyman-Morse’s boat building facility in Thomaston, Maine, it brings head-turning elegance to the Express-Cruiser market.

Perfect for weekend cruising and entertaining, the Hood 57 LM features custom bead-blasted stainless-steel hardware on deck and a spiral staircase leading to the flydeck. These elements were constructed at Lyman-Morse Fabrication. The yacht’s unique open-format cockpit with direct access to the water and dock, along with well-founded accommodations for four, will ensure fun times on the water for family and friends.

This 57-foot power yacht was launched for sea trials in October 2020 and was nominated in January 2021 by the editors of Classic Boat Magazine as the Best New Powered Vessel.

Specifications

loa 57'3"
lwl 49'10"
beam 17'6"
draft 4'10"
displacement 66000
designed by C.W. Hood Yacht Design/Stephens Waring Yacht Design
builder Lyman-Morse Boatbuilding Co.
model Hood 57
year 2020
construction Wood Composite
hull material Strip-Planked Fir and Resin-Infused GRP
configuration Express Cruiser
location Thomaston, Maine
boat engine Volvo IPS 1350 pod drives (2)

The Hood 57 LM

See for yourself why this boat is perfect for weekend cruising and entertaining. The yacht’s unique open-format cockpit with direct access to the water and dock, along with well-founded accommodations for four, will ensure fun times on the water for family and friends.

Design & Construction

Two interesting new techniques are being utilized in the construction of this 57’ high-performance cruiser. First, to achieve the expected 39 knots from the Volvo Penta’s IPS 1350 integrated propulsion system, the yacht is engineered with weight-control and strength as a priority.

Stephens Waring Yacht Design provided innovative composite construction details that hybridize wood and fiberglass into a contemporary build method.

Improving Ergonomics in Boat Building

Second, for this new project, Lyman-Morse is employing a new overhead crane system to facilitate an ergonomically efficient building environment for the boat building crew. Taking the module-building practice employed on Anna to the next level, they will build the hull in four separate parts:

The bottom module, which is about 50’ in length by 15’ in width that includes the stem of the boat
Both topsides sections, port and starboard, that run from the stem aft to the transom
The curved transom section

Modular Wood-Composite Boat Building

The process starts with the jig that was precisely cut by Lyman-Morse’s Haas GR-712 CNC machine from direct digital inputs. Once assembled, the jig yields such a perfect form that the wooden sheathing for the bottom along with the pre-made curved transom can be installed.

Meanwhile, the tricky internal longitudinal structural stringers, using CNC machined foam formers that have their structural epoxy laminate completed, are constructed simultaneously with the bottom sheathing. To eliminate the ergonomically difficult work of working on an upside-down part, the bottom is lifted off the jig using the overhead crane, rotated to the upright orientation and placed in a cradle which then allows the inner structural laminate to be installed and epoxy-infused.

Next the pre-made internal longitudinal stringers are lifted and placed in reliefs that have been machined into the jig to perfectly locate them in the hull. Then the bottom, with its inner skin installed, is lifted, rotated back to the inverted orientation, and put back on the jig. An epoxy adhesive is used to bond the longitudinals to the hull bottom.

The topside planking follows, finishing up with a structural epoxy-impregnated laminate as the outer skin for even distribution and incredible strength. After the hull is rotated to the upright position and the jig removed, the topsides will have their structural inner skin vacuum bagged in place and the joints between the four separate parts will be joined together, creating a structural monocoque assembly.

Interior Modules and Systems Installation

After rolling the hull, it and the deck are moved to Lyman-Morse’s Building 11, where the modular sub-structures — cabin soles, deck elements, and interior assemblies — are preinstalled to double-check structural fit. Once those major elements are checked off, next comes major systems including propulsion modules, twin diesel engines, and the critical soundproofing. For reducing motion, the Hood 57 will also feature a Seakeeper computer controlled anti-roll gyro system.

Construction Gallery - Phase 2

: After the bottom is returned to the building jig, the rest of the tongue and groove Douglas Fir topside planks complete the shape of the Hood 57’s composite hull.

: Since the Hood 57’s hull is built in four modular units, the junction where bottoms and topsides meet is especially critical. The green section, shown here running along the side of the inverted hull, shows the extra engineering involved in making the vessel especially durable and seaworthy.

: After the inverted hull is rolled outdoors, a crane is used to roll it upright. The rough wooden frames, in the center of the photo, are the reinforcements that hold the shape and structure of the hull during the rollover process.

: Once rolled upright, the full design character of the Hood 57 becomes clear. Note the buoyant and flared gunwales forward. And the flat, fast, and lean sections aft.

: Longitudinal stiffeners add strength and durability. Seen in green in the photo above, they can be as tall as 3 feet near the bow and roughly 1 foot near the transom.

: Once the hull is moved to Lyman-Morse’s Building 11, the jigsaw-puzzle of test fitting pre-made elements throughout the boat begins. Here the composite sole substrates are dropped into place, tested, and prepared for later installation. Note the circular engine pod mounts that are visible at the aft section of the hull.

: The interior is built in modular units, away from the hull. The large module shown here, one of two large interior modules, is the port unit that includes the day-head, the owner’s shower, and other storage.

: Weight is a drag on any express cruiser. To cut down on roll and ugly motion in a seaway, ultralight carbon is used in the flybridge roof, which weighs under 300 pounds. The roof is shown here, just after it has been infused with high-end epoxy resin.

: Quickly, important design elements start finding their way into the build. Here the so-called eyebrow molding along the cabin trunk is fitted. Note how the deck sub-structure is being assembled next to the main hull.

: The Hood 57 features a state-of-the-art Seakeeper gyro stabilizer that can dramatically minimize vessel roll.

: Here the port-side Volvo Penta IPS3 propulsion pod is fitted into the carefully engineered mounting ring. Note the needed proper alignment of the unit; the needed thickness of the hull laminate; and correct installation of the mounting rings. Those details are the key to a simpler and stronger propulsion system.

: Here the twin Volvo Penta IPS1350 HP drive pods are exactly oriented to structural mounting rings. Note the additional engineering elements, outlined in yellow, that the mounting systems require.

: The bronze fitting seen here mounts patented twin, counter-rotating propellers that are controlled by an Electronic Vessel Control system. The system features joystick driving, single-lever control for both engines, and a clever Sportfish mode that backs the vessel up at high speed to follow underwater game.

: Once the propulsion pods are in place, the 12.8 Liter in-line 6 cylinder D13 diesel is lowered into its engine bed. This power plant is both fuel injected and twin-turbocharged, making it extremely powerful for its weight.

: The deck and cabinhouse is pre-built away from the main hull. And it too must be tested to confirm accuracy and durability. Here the deck is roughed into place, ahead of a full installation later in the build process.

: The pilothouse is also built away from the main hull. Here the roof is being pre-fit for testing and dimensional adjustments.

: Spray varnish is applied to all exposed wooden surfaces. Here, the cabin trunk finish is curing after application.

: Great care is taken with the soundproofing on the underside of the main cabin sole. It is prefit with 3 inches of carefully engineered sound insulation.

Construction Gallery - Phase 1

: Lyman-Morse’s Haas GR 712 CNC router cut the pieces of the construction jig.

: The jig is assembled from the pieces cut by the CNC machine.

: As the jig is erected, Lyman-Morse’s CNC division cuts the stem pieces.

: A new pair of overhead cranes lifts precut planking into place beside the jig.

: Lyman-Morse boat builders carefully install the tongue-and-groove fir planks that form the hull’s inner core.

: Rabbets where longitudinal stringers will be placed can be seen on the underside of the hull.

: Meanwhile, crews are infusing the transom piece.

: As planking continues, the bottom of the hull begins to appear.

: Simultaneously, a team is laminating the longitudinal stringers that will later be placed into the construction jig.

: With the hull bottom planked and stem installed, the piece is lifted from the jig.

: Removing such a massive piece would not be possible without the new overhead cranes.

: Lyman-Morse’s team buillt a custom cradle to accommodate the hull bottom during resin-infusion.

: After the hull bottom is removed from the jig, it is prepared for flipping.

: Overturning the hull bottom is a complex affair.

: Lyman-Morse’s team of skilled craftsmen use the latest in technology to manage a build like this one.

: The modular building process being used on the Hood 57 is an innovation in wood-composite boat building.

: With the hull buttom removed, the stringers are inserted into the jig rabbets.

: Each longitudinal stringer is carefuly trimmed to fit tightly against the hull bottom when it is reinstalled.

: Lyman-Morse’s composites team created the custom ports for the Volvo IPS drives.

: After being removed from the building jig, the bottom is infused with resin.

: After the hull bottom is infused, a team sands it in preparation for it to be reinstalled on the jig.

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