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Z-Boat 1800 RP

The Z-Boat 1800 RP is the ultimate high performance portable remotely-operated hydrographic survey boat. Offering 8kt maximum operating speed, ADCP, side scan, and multibeam sonar payloads, now with autonomous waypoint navigation, Z-Boats are in action all around the world.

Description

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Specifications

​Coastal Surveys, Port and Harbor Security, Mining pits, Tailing ponds, Sewage treatment plants, Environmentally sensitive areas, Construction and Inspection zones, Dams and reservoirs, Lakes, harbors, and rivers, and Flooded areas​.

Distinguishable features

Ruggedized IP67-rated design with interchangeable sensor well

Commercial Options

Manual and robotic navigation, singlebeam sonars, Tritech StarFish side scan, ADCP, IMU

Min. weight of USV in air [kg]

Number of thrusters

Thruster specifications

Dual brushless 24V DC outdrives

Type of Communication

Data sent to shore

Auto- control

Control parameters sent to the USV

Waypoint plan

Navigation sensors - standard

Navigation sensors - optional

IMU, Waypoint Autopilot

Payload sensors - standard

Payload sensors - optional

ADCP, 33/200kHz ES, side scan, MBES, LiDAR

Operational Area

Launch and Recovery System

Max. speed [kn]

Min. crew size

Min. required number of surface computers

Max. Remote Operating Range {m}

Available size of storage room

Energy Source

24V batteries

Endurance at nominal power [hr]

• Surveyors Conduct Remote Cable Route Surveys Using the Z‐Boat 1800 332.68 KB
• Oil Field Service Company Conduct Nine Pond Surveys in Two Days Using the Z-Boat 1800 455.46 KB
• Mining Companies Improve Safety and Water Balance Data Using the Z-Boat 1800 590.19 KB
• Polar Explorers Conduct Remote Surveys Using the Z-Boat 1800 305.96 KB

Teledyne Oceanscience Z Boat with eBee Drone Surveying - Newfields LLC

Oceanscience Z Boat 1800 in Alberta Canada 2013 Bridge Hydrographic Surveys with Hydromagic

Oceanscience Z-Boat 1800 Coal Mine Water Remote Surveying 2013

Oceanscience Z-Boat 1800 Autonomous Drone USV / ASV for Remote Hydrographic Surveying

Oceanscience Z Boat 1800 in the Himalayan Mountains with University of Dayton Researchers

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Victoria Z is the ultimate in wooden speedboat in performance, aesthetic, and design. Twin 427 Ford Cobra powerplants propel the Arneson surface drives to eye-watering 110+MPH speeds. Meticulous and calculated thought has gone into all aspects of the design and construction of this one in the world boat. Victoria Z will be unmatched in construction, design, and performance for generations to come.

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Classic look hydrofoiling electric boat debuts in Moscow

A team in Russia has developed this sleek hydrofoiling electric boat with a retro-tech classic runabout look, both inside and out.

The boat is called the Molniya – Russian for ‘lightning’ – and uses fixed surface piercing (SP) foils rather than the retractable inverted-T fully submerged (FS) type on boats like the Candela 7 .

The Molniya prototype was built by Artem Markov and a small team he assembled in Moscow. Markov is a graduate of the Moscow Automobile and Road Construction Institute, where he was part of their Formula MADI electric car racing team that competed against other universities from around the world.

Hydrofoiling electric boat idea started in 2016

Like many other electric boat developers he is also a long time sailor and says “ I have never been able to understand what is the beauty of going on motor boats with a lot of vibration and noise. So, I decided I wanted to find a way to transfer the silence and comfort of a sailing yacht to a boat. The idea came to me in 2016, and from that moment I started working on the project .”

He is a big fan of the work that the team at Candela has been doing, and is well versed in their reasonings of why hydrofoiling is the way to reduce drag and increase efficiency and comfort. So he knew foiling was the way to go and began to design his dream boat.

It is one thing to know exactly what one wants, but b udget realities quite often make inventors adapt. So he found a classic fibreglass-and-aluminum hull and went to work redesigning and converting it. The team had to strengthen and reinforce the hull to handle the stresses from the front foils. At the stern of the boat they designed  protruding half-wings that would help lift the boat onto those front SP foils as it accelerated.

80kW motor mounted to stern drive unit 

That gives the 8.9 m • 29 ft boat a cruising speed of about 20 kts • 37 km/h and maximum speed of 36 kts • 66km/h. As for range, the Molniya can go for 135 Nautical miles at 5 kts, 17 Nm at 25 kts and 20 Nm at the top speed. 

For the battery, they have taken stock lithium-ion cells and developed the modules themselves. The size is 160kW and there are some creative and useful ideas incorporated into the charging and battery management systems. One is the ability to connect a warning system to a GPS route so if you are driving at a speed that is taking yo u beyond range of getting back to shore the motor will automatically slow down. When you do get back, a full 0-100% charge takes 3.5 hours and you can check status through SMS.

One of the intriguing things about the Molniya is that all of the electric boat technology has been incorporated into a striking overall retro look. The dashboard looks like it might have been taken from a 1950s luxury car catalogue, but of course the actual meters are all digital. The interior of the entire boat harkens back to an earlier day, appearing ready to whisk 6 passengers off to a swing era supper club.

From prototype to production

Having built and tested the prototype from an existing hull, the goal of Markov and the team is to move to production mode and use the materials he always envisioned in his dream boat. While the aluminum and fibreglass of the original have been useful for testing, speed and range will benefit from materials like much lighter carbon-kevlar.

The adapted stern drive was useful for proving the hydrofoiling electric boat concept, but all of the designers and engineers are keen to see the improved efficiency they will get from a motor, drive and battery system they have designed from scratch for the Molniya. As for the foils themselves, the production model will use lighter, thinner composites instead of stainless steel.

Obviously the spring and summer of 2020 has not provided the best opportunities to introduce the prototype at boat shows and stir up interest with consumers, the trade or investors. It seems, though that the Molniya is the type of boat that should appeal to peopl looking for the same thing Artem wanted for himself: a classic motor boat experience but one that is quiet, odour free…and smooth sailing.

You can find out more on the Molniya website, lightning-foil.com .

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322z Model Info

Performance meets versatility.

The 322z features a new layout with more aft cockpit space and twin live wells to port and starboard. Configured as an open fisherman, or with the family friendly Luxury Edition (LE) seating options, the 322z is at home on the open ocean, at the local sandbar, and on a trailer.

Individual results will vary with engine package, load and conditions.

Step up Performance

Every SeaVee Z features a twin stepped, cross-ventilated hull with patented SpeedRail® technology. Multiple lifting bodies with unique geometry ensure a fixed trim angle throughout a wide range of speeds. That’s a fancy way of saying you always have a clear view of the horizon, maximum fuel efficiency, more speed and safe predicable handling when making hard turns.

Performance is exhilarating. The 322z planes at very slow speeds and handles rough seas with ease. Turns are sharp, crisp and stable. A newly designed larger bow with reverse chines redirect spray downwards for a dry ride. Experience the 322z for yourself.

Running Facts

• 22° Deadrise.
• 9’6″ Beam
• 20″ Draft
• Legendary Dry Ride
• Plane at Low Speed

The Power of Choice

When you’re building a SeaVee, the brand of motors you choose to is up to you. The 322z performs well with two 300 hp motors yielding a top speed between 50 – 54 mph depending on boat layout, load and conditions. For those seeking a higher level of performance, twin 400 hp to 450 hp motors are available. Expect a top speed in excess of 65 mph with only modest increases in fuel cost at cruise speeds.

Power Options

• Twin 300 hp 
• Twin 350 hp 
• Twin 400 hp 
• Twin 450 hp 
• Max Power 900 hp
• Top speed and range may vary significantly depending on sea conditions and load

Specifications

• LOA –  32’ 9”
• Beam –  9’ 6”
• Weight w/o Engines –  6,900 lbs.
• Hull Draft –  20”
• Hull Deadrise –  22°
• Fuel Capacity –  312 gal.
• Fresh Water – 39 gal.
• Waste –  19 gal.
• Max Engines –  2
• Max HP – 900 hp
• Fwd Fishbox –  129 gal.
• Fwd Fishbox / Live Well –  41 gal.
• Fwd Wing Boxes –  2 x 51 gal.
• Aft In Deck Fishbox / Live Well –  88 gal.
• Transom Corner Live Wells –  2 x 40 gal.
• Aft Storage Boxes –  2 x 17.5 gal.
• Aft Lift Out Boxes  2 x 7 gal.

Standard Features

• Dual aft corner 40 gallon live wells
• Integrated platform with transom door
• Fully insulated fishboxes (2)
• Hydraulic steering
• High performance trim tabs
• Dual water separators
• Large dual card compass
• Dual automatic bilge pumps
• Dual marine AGM batteries
• Tinned wiring
• Electrical breaker panels
• Sliding Door Console
• Navigation lighting
• 1/4” Coated Aluminum Fuel Tanks
• Heavy duty rub rail
• Anchor locker / Windlass Compartment
• Pop up cleats (6)
• Rod Holders (4)
• Under deck dry storage
• Self-bailing cockpit with non-skid deck
• Center Console with storage compartment
• Lockable rod storage
• 10 year hull warranty

Fishing Features

An overall length of almost 33’ combined with a beam of 9’ 6” means lots of fishing space and makes for stable drifts with a predictable roll movement. Bait wells are located on either side of the aft cockpit. There are a variety of rod holder layouts and leaning post designs including a built-in tackle station to choose from, plus a variety of tower designs and seating options .

SeaVee offers many custom factory-installed options including outriggers, downriggers, electric reel outlets, and fishing towers with second-station controls.

Rod holders can be placed throughout the boat wherever you need them to accommodate specific fishing techniques. To ensure you’re always prepared, the 322z carries up to 34 fishing rods neatly tucked away in rod lockers under the deck, on the sides of the console, in the T-top, and on the leaning post.

Towers allow the captain to spot fish at a distance. SeaVee offers a wide variety of choices

Fish Boxes & Storage

Choose how to configure insulated fish boxes and in-deck storage compartments.

Rod Storage

Carry up to 34 rods neatly tucked out away, yet ready for action.

The 322 can accommodate up to 4 bait wells, two in the transom, and an in-floor well up front.

Leaning Post

Choose from a variety of leaning post designs, including the all fiberglass Captain’s Edition.

A Modern Day Console

The 322z features a dedicated console designed to maximize deck space, while providing plenty of room on the inside. The console’s ergonomic design accommodates two 12″ navigation units side by side with room to spare for a VHF, head unit and key switches. A splash cover protects vital electronics. And an array of switches that controls onboard accessories is within easy reach.

The console door is located on the front, allowing the sides of the console to be used for out-of-the-way rod storage. The interior houses battery switches, a breaker panel, a sink, access to electronics and batteries, and it can be outfitted with an optional marine head.

Build it Your Way

The 322z can be customized to fit your fishing and boating lifestyle like a glove. For fishing enthusiasts SeaVee offers a variety of towers, live wells and rod holder configurations. Families seeking extra comfort may find removable forward and rear seats along with toilet and shower facilities appealing. For the ultimate creature comforts like a sun pad or lounge style seating, take a look at the options available with the Luxury Edition (LE).

322z Options Luxury Edition (LE) Options SeaVee Z Brochure

Build a SeaVee

Fill out the form below and we will contact you about your build.

or call 305.759.6419

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Hydrogen Power for Boats

• By Randy Vance
• August 26, 2024

Yamaha Marine stole the limelight at the 2024 Miami International Boat Show in February when it revealed a 450 hp hydrogen-powered V-8 outboard. It featured a Roush Performance fuel-delivery system in a 26-foot 26 XO Regulator Marine hull. The deck was off to reveal three 6-foot-long cylindrical-shaped hydrogen fuel tanks and a custom stringer grid, to nest them securely and protect them from deformation in operation. At that time, preliminary testing of the motor and vessel indicated a range of 50 to 75 miles based on the estimated 23 kilograms of hydrogen pressurized to 10,000 psi in high-pressure, plastic-lined composite-overwrapped fuel tanks. 

It brought up a big question: What does this portend for the future of recreational boating? Is this concept ready for prime time or just a pipe dream?

“It’s not optimized—yet,” says Grant Suzuki, chief technology engineer in charge of the marine innovation development division of Yamaha’s business unit. 

Matt Van Benschoten, Roush vice president of advanced engineering, agrees. “A gas tank in that vessel would hold about 107 gallons of fuel,” he explains. “Our goal, for this first H 2 fuel system, was to store approximately one-quarter of the gasoline energy content. The resulting fuel system achieves this goal.”

“The hydrogen initiative is an important pillar of three technologies on a pathway to carbon neutrality: hydrogen, electrification, and sustainable fuel,” ­Suzuki says. 

Yamaha is not alone in its ­research. The National Marine Manufacturers Association has an alternative-fuel initiative that encourages and empowers manufacturers to develop lower-­carbon fuels. Hydrogen is one of the NMMA’s favorites, but so are renewable fuels such as biobutanol, a distillate of organic materials.

In the Beginning

In the 1980s, the California Air ­Resources Board began to demand lower emissions from fuel-thirsty two-stroke ­outboard engines that essentially drooled unburned fuel from their ­exhaust ports. By the late ’90s, Yamaha had perfected HPDI, regarded as the most reliable two-stroke direct-fuel- injection system. It used computer wizardry to directly inject atomized fuel into the combustion chambers only after the piston stroke closed the exhaust port. Old two-stroke engines charged the combustion chambers while they were still open—a practice that was particularly wasteful at slower speeds. HPDI stopped the waste of blowing wet fuel through the inefficient two-stroke induction system, reduced emissions enormously, and maintained the power and torque for which two-stroke tech was known. After that, in the early 2000s, Yamaha began research-and-development tasks using fuel cells and alternative fuels such as hydrogen. 

At the same time, ­automakers such as Toyota, BMW and GM had well-developed fuel-cell ­prototypes. So did Yamaha in its motorcycle division. 

Hydrogen fuel cells create electricity by initiating a chemical reaction between hydrogen and oxygen in a process called electrolysis. This electricity powers an electric motor—sometimes several, as in the case of numerous commuter buses operating in California. Several fuel-cell cars are on the market today, such as the Toyota Marai, but only 60 or so hydrogen fuel stations exist to refuel them. The cost most recently reported, in late 2023, was $36 per kilogram. In a fuel-cell Marai, that amounted to 50 cents per mile in fuel costs: green, maybe, but prohibitively expensive and not widely marketable. The exhaust produced by a hydrogen fuel cell consists of water vapor and warm air. Emissions are nil.

“That early work on fuel cells led us to experiment on the viability of hydrogen as an internal-combustion-engine fuel,” Suzuki explains of Yamaha’s efforts.

And that’s how the 26-foot Regulator concept boat with a hydrogen-powered Yamaha V-8 came to be and was placed on exhibit at one of the world’s most important boat shows.

Hydrogen Pros and Cons

The potential advantage of hydrogen-fueled power lies in its use of conventional internal-combustion-engine technology, according to Yamaha. The twist is that the compressed hydrogen is delivered to the combustion chamber in a regulated manner, not atomized or vaporized gasoline forced in with the pressurized injection systems used in today’s engines.

Roush has decades of experience in this area, having developed many fuel-delivery systems for everything from aerospace applications to land-speed-­record vehicles. Roush’s systems replace conventional port or ­direct-injection systems and engine control modules, and often integrate supercharging ­technology.

Roush’s Van Benschoten ­explained the challenges of the ­fuel-delivery system. “Three Type 4 tanks hold about 7.5 kilograms of hydrogen [per tank] at 700 bar (10,000 psi),” he says. “Type 4 tanks are made with a plastic liner and composite overwrap. Tanks expand and shrink during each fuel-burn-refuel cycle, so it’s important to design a mounting system that does not overconstrain the tanks.”

Clearly the engine and fuel system are a heavy lift, but ­according to Joan Maxwell, ­Regulator’s president and CEO, her company is up to the task. 

“One of the challenges of this project was simply trying to place highly pressurized tanks in existing hulls,” she says. “For us at Regulator, it was a proof of concept.”

Regulator enlisted its top ­engineers to reform the 26 XO’s stringer grid to accept the tanks and protect them from deformation during use and abuse, then fit that into a boat. The design had to accommodate high-pressure fuel lines to transfer hydrogen to the fuel-delivery system at a rate to let the engine develop optimal horsepower, as well as accommodate the tanks’ expansion and contraction during burn and refuel cycles.

From 700 bar in the tanks, the hydrogen pressure must be stepped down through a series of regulators to 100 bar, or about 1,500 psi, which is the pressure at which the fuel injectors deliver the H 2 into the combustion chambers. 

Engineering challenges of fuel delivery include managing the ­ratio of oxygen to hydrogen being delivered into the ­combustion chamber and controlling ignition timing appropriately to account for the shorter burn duration of hydrogen-air ­versus gasoline-air vapor. The process, naturally, requires custom ­computerized engine controls. 

“Another challenge is the ­potential embrittlement of steel alloys, which, when not selected appropriately for a ­hydrogen-rich environment, can experience a reduction in the ductility due to absorbed hydrogen,” Van ­Benschoten says.

Hydrogen will diffuse into metals, and even after the fuel has left the system, it remains in the metal, and over time, that can cause it to fracture prematurely. 

“We have to design around that, particularly in the fuel-delivery system,” he says. “It also impacts the cylinders and heads and pistons, but the most vulnerable parts are the injectors and fuel rails and lines. You’ll see a lot of stainless steel in those parts.”

Combustible Confusion

You can’t discuss hydrogen as a fuel without thinking of the hydrogen-filled Hindenburg , which burst into flames when the German lighter-than-air passenger-carrying airship ignited while attempting to touch down in Lakehurst, New Jersey, in 1937. The disaster killed 36 people and injured more than 50 others. ­Anecdotally, recent studies have offered convincing evidence that it was the highly flammable doping compound painted on the fabric of the dirigible that was ignited by a spark, not the hydrogen inside. Still, many understandably worry that hydrogen fuel is dangerous because it’s extreme volatility—or so the thought goes. However, gasoline fumes are comparably volatile and are heavier than air, so if a gas tank ruptures and the fuel escapes initial ignition, the fuel is still present, dripping into a boat or floating on the water, at continued risk of ignition. Hydrogen will be evacuated from a compromised fuel tank almost immediately, provided that there is a way for it to get out of the boat, thus minimizing the time in which combustion can occur.

Van Benschoten explained ­Yamaha’s safety enhancements for handling hydrogen on board: “We have ‘sniffers’ in the bilge to detect hydrogen leaks, and if there is one, the tank valves are automatically closed, isolating the tanks, and the fuel lines are purged and piped above the top of the vessel, where it continues to rise and dissipate in the air. The process takes about 15 seconds. We also have vents in the bilge, but their pickups are on the highest points in the bilge—not the lowest, as they would be with gasoline, since ­hydrogen is lighter than air.”

So, place your bets: Which is safest? Gasoline? Hydrogen? Let’s not even talk about the potential hazards of lithium batteries. 

Where to Source Hydrogen

Hydrogen is an element, the first and simplest one on the periodic table, with only one proton and one orbiting electron. It takes two hydrogen molecules bound together to make the hydrogen gas that burns—H 2 is its chemical designation. Hydrogen makes up 75 percent of everything—me, you, the stars, the sun—and ranks as the most abundant element in the universe. To extract hydrogen gas, it must be separated from water (H 2 0), natural gas or other fossil ­fuels such as coal. The processes, and the carbon footprints of each, are identified by color. Green hydrogen is separated from water using renewable (solar or wind) electricity to power the electrolysis process and costs the most to produce. It is scarce. Blue H 2 is produced from fossil-fuel-powered electrolysis, but carbon dioxide is captured and repurposed or stored. Gray hydrogen is the most plentiful and is separated from natural gas. Brown or black hydrogen is the easiest, cheapest and dirtiest to make, from coal in a gasification process. The cost to produce hydrogen ranges from $1 per kilogram to $6 per kilogram. Unfortunately, due to distribution costs and poorly developed infrastructure, the price at the pump is an astronomical $36 or more per kilogram. Moreover, all existing and potentially known sources of hydrogen fall short of the current and projected future needs for world transportation. 

Getting Hydrogen in the Tank

Regardless of where hydrogen is sourced, it faces its next big and costly challenge: getting it to ­users. It can be transported by pipeline, and often is for large ­users such as gasoline refineries. 

It can be transported as compressed gas, but that’s far more costly for the amount of fuel carried in a tanker truck as compared with gasoline or diesel. It can be transported liquefied more easily, but its propensity for shrinkage is high, and the energy required to compress it, plus complications and liabilities at the point of ­delivery, adds to that cost. 

Transporting H 2 is an energy-burning process too. The gasoline refining industry limits hydrogen­transport costs frequently by ­locating near hydrogen-producing plants. That eliminates transportation as one of the big energy ­consumers for them. At some point, hydrogen-production plants could be scalable to locate at or near fuel service stations. But at present, door-to-door hydrogen delivery is not on the horizon, and at this writing, there are fewer than 100 hydrogen fuel stations in North America. Most are in California. Broad distribution of it is not practical. Yet.

Read Next: Decarbonization of Boating

If Not Now, When?

So, if Yamaha perfects its hydrogen engine in, say, two years, would we see them on the ­water in growing numbers? ­Probably not. Look back to the early 2000s, when carmakers such as Toyota, Honda, BMW and GM, as well as motorcycle-makers such as Yamaha, had extensive experience developing fuel cells, but the Western world began to push electric propulsion because transportation of carbon-neutral fuel—mainly hydrogen—was a long way from addressing the ubiquitous distribution system enjoyed by gasoline or even the electric power grid. Now, however, as that demand for electricity increases, the need for an alternative green fuel increases, which ultimately might generate a ­deeper dive into hydrogen power.

Should Boaters Care?

If Roush’s estimates are correct, 23 kg of hydrogen can provide energy comparable to 26 gallons of gasoline. At the current street price of $36 per kilogram, a 23-kilogram hydrogen fill-up would cost $828 (at $36 per kilogram) and propel the boat about 50 miles, while a 107-gallon gas fill-up would be $642 at the waterfront and get the boat about 180 miles. And, even when highly compressed, hydrogen takes up almost four times the space of gasoline for the equivalent amount of energy.

As with electric propulsion, hydrogen is not the formula for every challenge. And H 2 is far from viable today. But, as Yamaha, Roush and Regulator see it, it’s one potential heading in the passage to a carbon-neutral world. 

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2024 Nitro Boats NSANE Tournament features $25,000 cash first prize, plus giveaway of fully rigged Nitro Z21XL bass boat

AUBURN, Ala. (August 21, 2024) – The Logan Parks Fishing Foundation is thrilled to announce the 2024 Nitro Boats NSANE Tournament, presented by Abu Garcia.

This tournament is open to 150 teams, each consisting of one high school and one college angler, and is scheduled for Oct. 6 on Lake Martin in Auburn, Ala.

Building on the electrifying success of last year’s CHAOS event, this year’s NSANE Tournament — short for “National Student Angler Network Events” — will feature the same groundbreaking format that captivated participants and fans in ways never seen before.

“Our NSANE format is expanding the definition of what a bass fishing tournament can be,” Logan Parks said. “By combining an innovative, high-energy format with exciting new elements, we are setting a new standard for bass fishing tournaments and transforming how these tournaments are experienced by anglers and fans alike.”

This year’s event promises to be an unforgettable experience, featuring a dynamic blend of competition, exclusive activities and unparalleled opportunities for student anglers from across the nation.

Win a Fully Rigged Nitro Z21XL Bass Boat and Mercury 250 Package

By simply participating in the tournament, every angler has an opportunity to take home a fully rigged Nitro Z21XL bass boat. The winner will be randomly drawn during our awards ceremony — no need to win the tournament to win the boat!

Locker Room Recruiting Session: Step into Auburn University football’s iconic locker room for a unique recruiting and networking opportunity. High school anglers and parents will interact with college anglers, teams, and coaches from over 20 premier programs, while college teams scout the brightest high school talent.

● Nitro Boats Draft: Experience the thrill of the Nitro Boats Draft inside Auburn’s storied football stadium. In this high-energy setting, college anglers will select their high school teammates, making for a dramatic and exciting event.

● NSANE Scrimmage: The day after the draft and just before the main tournament, the NSANE Scrimmage offers teams a chance to get in gear. This fun and competitive warmup allows teams to practice the tournament format, get familiar with the rules, and strategize for the competition ahead.

● Champions’ Gala: The Champions’ Gala is an exclusive evening of celebration and camaraderie. Held in a prestigious setting, this elegant dinner party features refined dining, inspiring speeches, and recognition of outstanding achievements. It’s an opportunity to reflect on the tournament’s success and connect with fellow anglers and special guests in a memorable atmosphere.

● High-Stakes NSANE Tournament: The core of the event is the high-stakes competition featuring our exclusive NSANE format, where high school and college anglers team up for an intense, fast-paced event. The tournament features three rounds of rigorous competition, with every fish over 1 pound counting toward the total weight. Teams will navigate through strategic challenges, advancing through brackets and avoiding elimination in a dynamic environment.

● Incredible Prizes and Payouts: Beyond the grand prize boat, the tournament offers substantial rewards, including a $25,000 cash prize for first place and over $60,000 in cash scholarship payouts. These significant incentives highlight our commitment to recognizing exceptional talent and performance. With these rewards, every cast and catch matters, making this a true high-stakes event.

● Trophy Presentation: Teams will return to Auburn University for the grand trophy ceremony, where they’ll celebrate the tournament’s champion and find out who will drive away with the fully rigged Nitro Z21XL bass boat. This dramatic finale ensures a thrilling end to the competition and builds anticipation for all participants.

NSANE Format Teams will consist of one college angler (boater) and one high school angler (non-boater), competing in a catch, weigh, photo, submit and release format. Every bass weighing 1 pound or more counts toward their total weight.

After practice days on Oct. 2-4, the draft is scheduled for 7 p.m. on Oct. 4. Team practice is on Oct. 5, with the Oct. 6 tournament day structured into three rounds:

● Round 1 (6:30 a.m. – 9:40 a.m.): Teams compete to set the stage, with the top 75 advancing to the SURVIVAL Group and the bottom 75 to the SUDDEN DEATH Group.

● Round 2 (10 a.m. – 12:40 p.m.): Teams continue competing within their groups, with weights from Round 1 carrying over.

● NSANE Round (Round 3, 1 p.m. – 3 p.m.): Weights are reset, and teams compete within their respective brackets. The top 20 teams from SURVIVAL and the top 5 from SUDDEN DEATH move to the CHAMPIONSHIP Group, while others advance to CONSOLATION or LAST CHANCE Groups. A 2-hour shootout determines the final standings, with the leaderboard offline for added suspense.

For sponsorship opportunities and more information, please contact us at [email protected].

All donations are tax-deductible as the Logan Parks Fishing Foundation is a 501(c)(3) registered nonprofit. Don’t miss out on this extraordinary event — join us for a day of unparalleled fishing excitement and experience the NSANE difference!

Don’t miss out on this extraordinary event — join us for a day of unparalleled fishing excitement and experience the NSANE difference!

Sign up now on FishingChaos.com.

Contact: For more information, visit LoganParksFishingFoundation.com or email us at [email protected]

College: Akins and Carey win overall Team of the Year

Lander’s smith and blanton win college national championship, from college angler to head coach, guy and campbell take day 2 lead at hartwell.

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Navy sub arrives Down Under to initiate Australians in nuclear-power maintenance

The fast-attack submarine USS Hawaii prepares to moor at HMAS Stirling in Western Australia, Thursday, Aug. 22, 2024. (Ian Zagrocki/U.S. Navy)

A U.S. Navy fast-attack submarine has docked in Western Australia as a training platform as the Australian navy prepares to maintain its own fleet of nuclear-powered boats.

The USS Hawaii arrived Thursday at HMAS Stirling, near Perth, according to a statement posted Friday by the U.S. Pacific Fleet.

The Virginia-class boat joined the submarine tender USS Emory S. Land, which arrived at the naval base on Aug. 16.

Australian technicians at Stirling are honing skills to service U.S. and British nuclear-powered fast-attack boats under the AUKUS defense pact - so named for Australia, the United Kingdom and United States.

The tender’s U.S. and Australian crew will perform maintenance on the Hawaii over several weeks, Lt. Cmdr. Rick Moore, Submarine Force commander, said in the statement.

The 2021 AUKUS agreement aims to position one British and four U.S. nuclear-powered boats as Submarine Rotational Force-West at Stirling.

The defense pact’s first phase is on track to bring the vessels there on a temporary basis within three years, Australia’s nonpartisan Lowy Institute reported last month.

More than 30 Australian sailors, supervised by U.S. personnel, will perform maintenance on the sub, Moore said.

Tasks will include “removal and reinstallation of an antenna located in Hawaii’s sail, divers visually inspecting the underwater towed array and torpedo tube muzzles, and simulating the removal and installation of a trim pump, to include full rigging and preparations,” he wrote.

It will be the first time Australians have maintained a U.S. nuclear-powered submarine in Australian waters, Capt. Brent Spillner, commander of the Emory S. Land, said in an Aug. 16 Navy news release.

“This is an important milestone and learning opportunity as we work together to establish Submarine Rotational Force–West, where both U.S. and UK submarines will regularly transit through HMAS Stirling, with maintenance and logistics assisted by Australian personnel,” he said.

Work done in the coming weeks will set Australia on the path toward its own fleet of nuclear-powered submarines, Cmdr. Dan Jones, skipper of the Hawaii, said in Friday’s release.

The sub visit coincides with the deployment of an undisclosed number of Air Force B-2 Spirits to Royal Australian Air Force Base Amberley for a bomber task force mission in the east coast state of Queensland.

Meanwhile, the Australian government announced plans for a new missile factory at Newcastle in New South Wales, also on the east coast.

Australia will contribute $577 million toward the facility operated by Norwegian defense contractor Kongsberg Defence & Aerospace to build naval and joint strike missiles for the Australian Defence Force and international customers, Australian Defense Industry and Capability Delivery Minister Pat Conroy told reporters Thursday.

The facility, able to produce more than 100 missiles a year, will start production in 2027, Conroy said, according to a transcript of his press conference.

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