Rm palmer company photos

In an earlier post I shared my notes on the Data Engineering pattern Write-Audit-Publish (WAP). If you've bought into the idea that WAP might be worth implementing then your next question might be… how?
There are various options you might consider, including:

• Apache Iceberg
• Apache Hudi
• Delta Lake
• RDBMS (e.g. Oracle, SQL Server)
• lakeFS
• Project Nessie

Here's a summary of the comparison of these tools:
https://preview.redd.it/zrmknnn2683b1.jpg?width=1445&format=pjpg&auto=webp&s=d41d40fc3e9ce6bf2b3672bb38d896b8ff983d3d
Full disclaimer: I work for Treeverse (the company behind lakeFS). But guess what - you don't need lakeFS! Well, you might 😁 But there are several options, of which lakeFS is just one.
​
👉🏻 Want more detail? Check out this post for a full breakdown of each technology and a step-by-step guide on implementing WAP in it.

Hello everyone! I hope you all had fun watching the Monaco Grand Prix this weekend, filled with many different strategic twists and turns and showcasing some of the finest displays of driver ability we've seen this season!
As we all know, the Monaco Grand Prix is one of the most historic motor races on the planet, with a rich heritage going all the way back to 1929. However, there is one other open wheel race that has historically been run on the same day, but halfway across the world in America: The Indianapolis 500. With speeds in excess of 230 miles per hour and attendance soaring past 300,000 on race day, the Indy 500 boasts arguably the most impressive CV of any active motor race in the world with its over 110-year-long history. Makes sense, then, that this would be our next destination for The Centennial Series retrospective.
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The Start of the 1923 Indianapolis 500. Image credits to michaeljesse.net
For those of you on this sub who don't know, I make a series of commemorative posts for Grand Prix-adjacent races that occurred exactly 100 years ago as their anniversaries pass by us. Here's my most recent one in case you're interested in reading further. This will be the second installment in this year's retrospective, so let's get into it!
Just like today, in 1923 the Indianapolis 500 held a special place in the motor racing world as arguably one of the fastest and most exciting races out there. If we had a holy trinity of races in the 1920s, they would be the Italian Targa Florio, the French Grand Prix, and this race. Indy represented the peak of American motor racing since the end of World War I, when rival events such as the ACA Grand Prize and the William K. Vanderbilt Cup fell into abeyance and irrelevance.
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Aerial view of Indianapolis Motor Speedway, 1923.
You might be wondering, "this is a race that's still held today in the IndyCar series. Why would you do a retrospective on it if it's not a Grand Prix?" That's a great question and the answer lies in the past. Though it may seem strange, unlike in the 1950s, during the 1920s the Indy 500 was equally as relevant to the Grand Prix racing world as it was to that of racing in the United States. Quite often, many of the best manufacturers of Europe sought after victory in the Indianapolis 500 as a means of proving their race cars’ (and road cars) worthiness on a global scale. Some successful examples include Delage in the 1914 running, and Peugeot, who successfully won three times in 1913, 1916 and 1919.
As such, it made sense that the then-organizers of the Indy 500 (and most auto racing in America), the AAA Contest Board, wanted to keep in touch with the latest developments in international racing to maintain that worldwide interest in the Sweepstakes. In the previous year's Indianapolis 500 (Which you can read my post about here), the technical regulations remained the same as they had been since the end of World War I, that of 3.0 liter engine regulations, on the grounds that the American auto industry still hadn't fully recovered a regular peacetime manufacturing capacity after The Great War.
However, this would all change for 1923. In 1922, the Automobile Club de France, or the ACF, adopted new, 2.0 liter engine regulations with slightly smaller weight requirements as the first true "new" post-war regulation. In the pursuit of maintaining international interest in the Indy 500, the AAA decided to follow suit for the 1923 season. In recognition of unifying their formula, the folks in Europe known as the AIACR (Association Internationale des Automobile Clubs Reconnus, the FIA of its day) designated the Indianapolis 500 as a Grande Epreuve (French for “big test”), which was back then the term for an "official" international Grand Prix race.
And so, with the race now genuinely having international importance once more, it's time to see who's who and who the favorites were for the 1923 Indy 500:
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The Team of Bugattis lining up for a photo at the 1923 Indy 500. Image credits to Simanaitis Says.
The first major European manufacturer to jump at the Indy opportunity would be Bugatti. Led by the great Ettore Bugatti himself, the Alsatian manufacturer had gained a reputation for punching well above their weight in the Grand Prix scene, with multiple voiturette victories to their name in 1920 and 1921, and making the step up to the Grand Prix races in 1922. Despite their gentlemanly lineup, their results were very promising, taking runner-up in France and third place at Monza. For 1923, they planned bigger and better things, but for the sake of getting their name out, Bugatti set out with their 1922-spec Type 30, modified to only have one seat (because back then Grand Prix racers still needed two seats).
Their drivers would be led by Pierre de Vizcaya and the legendary Polish designer Count Louis Zborowski. They were joined by a series of other wealthy aristocrats interested in a flick of speed, including the Parisian Prince de Cystria, and the Argentinians Martin de Alzaga and Raul Riganti. With just 90 horsepower on tap, Bugatti's best chances came from capitalizing on attrition. But still it's quite incredible that they're out here having only made it to the big leagues a year prior.
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The Supercharged Mercedes M7294. Stripped down to only one seat for Indianapolis. Image credits to Supercars.net
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Christian F. Lautenschlager. Image from Fine Art America.
And now for a manufacturer I'm sure everyone is familiar with: Mercedes! By this point, Mercedes were still virtually the "exiled genius” of the European racing world. Their status as a German car manufacturer left them banned from taking part in the French Grand Prix after The Great War, but that did not stop the engineers at Stuttgart from innovating and being ahead of the curve. At the 1922 Targa Florio, they introduced the world's first supercharged (and by extension, forced induction) racecars, capitalizing on a gray area for the Grand Prix regulations of the time. Seeing the potential of the supercharging device, Mercedes opted to take it one step further for 1923. In a design that complies with the 2.0 liter Grand Prix regulations, they introduced the M7294, designed by Paul Daimler himself. This 120-horsepower beast used centrifugal supercharging to make up for the below-average RPM compared to the naturally aspirated American racers they'd be up against, making this the first effort for a supercharged race car at Indy.
As they were once again playing with hot stuff, Mercedes entrusted only their absolute best and most knowledgeable drivers with the M7294. The headlining driver would be two-time Grand Prix champion Christian Lautenschlager, alongside their top testers Max Sailer and Christian Werner.
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Duesenberg Special at Indianapolis, 1924. No good photos of their 1923 special exist. Image credits to Indiana Memory Collections.
The rather abrupt nature of the switch from 3.0 liter engines to 2.0 liter engines for the Indy 500 sent a paradigm-changing shockwave to the balance of power among American racing teams. Many manufacturers found themselves largely underprepared or ill-equipped to handle making all new designs in such a short time for the 1923 Indy 500. One such example would be the Duesenberg brothers. High off of an incredible upset victory at the 1921 French Grand Prix, and a record-breaking Indy 500 win (both with Jimmy Murphy at the helm), it’s safe to say Duesenberg were a staple of American open wheel racing, and in 1923 their absence was very much felt. In the hurried rush to put together a special car in time for Indianapolis, they depleted most of their resources, and sent out three cars, mostly for relief drivers. Only one car would start the race, for their chief relief driver Wade Morton, making his Indy 500 debut. Quite the contrast to see only one car from such a big team.
The Detroit-based Packard team were able to create a reasonably strong package for the 1923 season, managing around 115 horsepower from their new 2.0 liter special. Although not in as desperate of a situation as Duesenberg were, Packard still put together a strong team, fielding the legendary Ralph DePalma as their headlining driver, alongside Joe Boyer and 1916 winner Dario Resta.
Others wouldn’t be so fortunate as Duesenberg and Packard to survive the sudden shift. The Frontenac Motor Corporation, a joint venture between Louis Chevrolet (yes, that Chevrolet), Joe Boyer and car salesman William Small, was the dominant force in Champ Car racing during and after The Great War, with Chevrolet himself leading the race team to glory. After a suboptimal 1922 race in which none of Chevrolet’s cars finished in the top 5, the devastating news that they’d have to rebuild everything they had was the nail in the coffin that would make the Frontenac project go bankrupt, ridding American open wheel racing of one of its strongest teams. Can you imagine that happening to Chevrolet and Team Penske today? Because that’s what this felt like at the time.
Miller Type 122 Special, as entered by HCS. Image credits to ConceptCarz.
However, where some had failed or struggled, others would absolutely thrive. In the immediate post-war years, The Wisconsonite Harry Miller was the owner of a very successful carburetor-selling business, generating over $1 million in yearly revenue. Miller would put this money to good use, developing a durable and fast racing engine for the Indy 500 (inspired by the old Peugeot engines), which in 1922 would be used by the overall race winner, Jimmy Murphy on his special Duesenberg chassis. The record-breaking pace of Murphy's win ignited huge interest in Miller's fast-growing racing team. Luckily for Miller, his team would stay ahead of the curve for the 1923 regulation change, developing a strong 2.0 liter engine for an elegant and functional design: the Type 122 (named such for the engine size in cubic inches).
The Miller 122 was the very first dedicated single-seater race car in the United States. Talk about an innovative race car for the time, back in those days the top Grand Prix cars mandated two seats for driver and mechanic! However, as the need for a mechanic was now optional for the Indy 500, the 122 only had the one seat. The car also boasted a very impressive 120 horsepower. A similar power output to Miller's previous engines, but far more dense given the smaller engine size.
​
Cliff Durant.
With the promise of stability at over 110 miles per hour, and especially given the short notice of the regulation change hurting other American manufacturers, Harry Miller's design would have an explosion of interest from many drivers of the American Open Wheel racing establishment. There were no less than eleven of these bad boys lining up for the 1923 Indy 500, making this car a clear favorite for race day. There were two top teams fielding Millers this year, including Cliff Durant’s stable of eight cars with champion drivers such as Earl Cooper and Jimmy Murphy headlining his team’s attack. They would be rivaled by the Harry C. Stutz team (H.C.S. for short), who had just two cars, but packed a real punch by fielding two past Indy 500 champions: Howard “Howdy” Wilcox, and Thomas “Tommy” Milton.
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Headline for Indiana law prohibiting sporting events occurring on memorial day. Taken from The Daily Republican, January 25th, 1923.
So now that we have the exposition out of the way, it's time for the race itself. Well, almost. You see, at the start of 1923, the Indiana State Legislature passed a law that prohibited all sporting events from occurring on Memorial Day, which included the Indianapolis 500 itself. This was done on the grounds that not enough respect had been given to the fallen American soldiers, and that the day was instead used for “games, races, and revelry.” Although this reasoning was sound, many people found this law un-American for limiting free expression. This included the organizers of the Indy 500, who relied on a holiday to guarantee maximal race attendance. There were talks of moving the race to the Saturday before Memorial day (May 26th in this instance), and even potentially making Saturday a special holiday! Honestly, it kind of reeks of making a town around the racetrack called “Speedway” (which actually happened). As no better solution could be found due to the organizers’ insistence on running on a holiday, the race would be held on a Wednesday, May 30th.
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Joe Boyer in the Packard Special, 1923.
Now that we know when the race happens, it's time to actually get into the swing of things. Most teams used the entire month of May leading up to the race to get in private practice sessions, to have the best possible independent data regarding average speed and reliability. As such, there was a pretty clear picture of who had better overall speed, which turned out to be everybody. Before the 4-lap time trials began on Saturday the 26th, Harry Hartz in his Cliff Durant Miller car set a 106 mph average speed lap, which was nearly SIX miles per hour faster than Jimmy Murphy’s pole lap from the year prior. This speed would soon be matched by the likes of Murphy and Milton. Already this Indy 500 was promising to be a showstopper with these speeds.
Qualifying began on Saturday, the 26th. Just like it is today, the starting grid would be set by doing 4 laps of the Indy oval at speed, with the average lap (measured in speed, not time) determining your placement. The gentleman Bugatti drivers had very consistent lap speeds, even if their trials were rather slow for the time. The best lap came from Raul Riganti, clocking in at a 95 mph average speed. The Mercedes cars fared only a little better. Lautenschlager and Werner both showed very strong speed in excess of 105 mph on the straights, but had to back off quite a bit in the corners. This evened out to give a lap speed of approximately 95 mph from Werner, and 93 mph from Lautenschlager.
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Cars lining up for the start of the 1923 Indy 500, ground view, pace car in front.
As the European manufacturers struggled, the Americans fared much better. Packard and Miller would both have drivers that beat out Jimmy Murphy’s 100 mph qualifying record from 1922. For Packard, it was DePalma, at around 100.42 miles per hour, promising to the public that this wouldn’t be a Miller whitewash as far as speed goes. But even then, the Millers stood head and shoulders above the rest, particularly with the HCS-entered cars. Tommy Milton would throw down the gauntlet with a murderous speed of 108 mph for pole position! Talk about crazy improvement from the year before. For reference, this year’s record-setting Indy 500 pole speed improved on last year’s by only 0.2 mph. Really speaks to how much of a wild west era 100 years ago was like. Milton’s time would be closely matched by the top two from the past year, Jimmy Murphy and Harry Hartz. They would be joined in the top 5 speeds by Cliff Durant himself, and Packard’s DePalma.
And now for the race itself. In front of a rambunctious crowd of over 100,000 strong (there were far less grandstand tickets back then), the pace car led the 24 cars to a rolling start as they roared into turn 1. Tommy Milton built up a very strong lead in the first lap, but Jimmy Murphy negotiated the cars in front of him from the third row to pass Milton by turn four, with Boyer and Hartz closely following. By lap three, Milton overtook Murphy to return to first place, setting the stage for the opening 50 laps of the race, which would be a constant back and forth tussle between these two drivers, both representing the top teams using Miller cars: Murphy for Durant Racing, and Milton for the H.C.S. Motor Company. The crowd could hardly believe such a close and fast battle, no one had ever seen anything like it (they would swap the lead 25 times). Joe Boyer and Ralph DePalma helped keep Packard within touching distance, and the supercharged Mercedes’ proved to surprise in race trim, with Werner reaching the top 10 very quickly.
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Leaderboard after Lap 10. Credits to goldenera.fi
The first 50 laps would see several retirements, including two high speed crashes. On lap 14 Mercedes’ Christian Lautenschlager skidded into the wall at turn 1 at nearly 90 mph, with the driver mostly uninjured. His riding mechanic Jakob Krauss was less fortunate, as he’d suffer a left leg contusion. Lautenschlager was the only driver in the field with a riding mechanic, and the mechanic’s injuries called into question the safety of even having one at all.
The other crash would come from Tom Alley, relief driver for former national champion Earl Cooper. Alley lost control at 105 mph entering turn 3, crashing straight into the fence and throwing Alley 20 feet from the car. Alley survived with serious lacerations to his back, but the sheer impact of his car on the catch fence would tragically take the life of a young local spectator, Herbert Shoup. I know it’s very upsetting, but in this day and age it’s always important to remind ourselves of, and respect, the consequences of the danger these drivers, and the people who watched them, faced when racing.
A stillframe of actual footage of Howdy Wilcox, Tommy Milton, and Jimmy Murphy battling for the lead in the 1923 Indianapolis 500. Taken from the official Indianapolis Motor Speedway YouTube channel.
Leaderboard After 20 out of 200 laps.
After Joe Boyer hit the pits for an extended period of time by lap 30 to change spark plugs, Packard’s best hope of a win faded, making it a Miller show up front. But the battle for the lead ramped up considerably by lap 50. Now, joining Milton and Murphy were their team-mates at HCS and Durant respectively, making it a two on two battle. Howard Wilcox had recovered from a serious qualifying mistake putting him much lower on the grid and now was in the mix with Milton, and Murphy was joined by the owner of the team himself, Cliff Durant. The Mercedes of Werner slowly improved once more, now up to 6th, showing promise that the supercharger may really be the game changer Mercedes had made it out to be.
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Jimmy Murphy (right). Image credits to Sports Car Digest.
Wilcox’s charge wouldn’t last very long, as by lap 60 his car had a broken clutch, dropping him out of the race. He would soon be followed by Murphy, who by the same time had problems brewing from within his Miller that slowed his pace a good bit. He went into the pits for nearly five laps to resolve these issues, which put him well down the order and hoping for a miracle for a repeat victory. This left only Durant and Milton up front, with only 10 seconds between them, and Harry Hartz half a track behind, though Durant began to ease off due to slowly-building exhaustion that would go on to affect several drivers throughout the day.
Even though they showed promise early on, much like the Frontenacs from the year prior, Packard would have a devastating and sudden end to their 500 charge. On lap 59, they lost Joe Boyer due to a defective differential, and it would seem that some of the mechanics didn’t check the head gaskets on the other two cars, as those breaking would be the downfall of both DePalma and Dario Resta, on laps 69 and 88 respectively. Less than halfway through the race the biggest challenger to the Millers on outright speed would be gone in a flash.
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Christian Werner, circa 1924. His car was the strongest of the Mercs at Indy that day. Image from Mercedes-Benz digital archive.
Where some challengers would flounder, others would silently surprise. By lap 80, the two remaining Mercedes’, piloted by Werner and Sailer, had found themselves in the top 5. Although not challenging race leader Milton for pace, it was as clear as day that the two Germans had consistent speed and utmost confidence with the M7294. With that being said, driving it at the pace they were proved extremely exhausting. Multiple stops had to be made to rotate drivers out of the cars, sometimes requiring assistance to even get out of the car. Despite all of that the Mercs maintained position, and by the halfway point had found themselves in third place.
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Howdy Wilcox in H.C.S. Special, 1923.
By that point, however, the battle for the lead had cooled off. On the back stretch of the circuit, Cliff Durant came to a dead stop. The exact reasoning never got clarified, but eventually his car restarted and he rejoined the race more than 6 laps behind the leader. This left his more conservative team-mate Harry Hartz inheriting second place, one of the only cars left to not get lapped by Tommy Milton. With a huge lead now established, the HCS team pulled Milton in to give him a rest, as even he isn’t impervious to severe exhaustion. Milton had blistered, severely injured hands, which prompted the team to order Milton to have some rest, handing the car over to Wilcox, who remained on standby after his own car had dropped out. With only Hartz and Werner anywhere near their huge lead, Wilcox took over, with only one goal in mind: to keep the car on the track until Milton recovered.
Leaderboard after 120 out of 200 laps
Wilcox would relieve Milton for 48 laps, and the car remained firmly in the lead over Hartz, even extending it to one full lap ahead. In that time several other cars would be vanquished through spending countless dozens of minutes in the pitlane, fixing mechanical problems that developed over time. This included the Mercedes of Werner, which by lap 120 was the only good Mercedes left. Their race was compromised significantly when the car caught fire in the pitlane, though it would be extinguished very quickly. As Werner’s car left the pitlane, relieved by Sailer, the crowd gave the Germans a standing ovation! Talk about ways of catching people’s attention, a pitstop fire is definitely one of them! Although this frantic moment almost took them out, at its very next pitstop at 140 laps, Werner’s battered Mercedes came into the pits overheated and clearly in need of a rest. They would rejoin after spending dozens of laps in the pits, but with the dream of a supercharged podium at the fastest race in the world officially over.
The excitement of the beginning of the race wore off by lap 150, as due to the high temperatures of the day, many drivers had to be relieved and substituted by their designated stand-ins, removing the grandeur from what started as such a competitive race. The high “driver attrition,” so to speak, caused the race to be significantly slower than the 1922 Indy 500. Although Milton had recovered in time to return to his HCS Miller, his lap speeds dropped off significantly, which did allow the catching Jimmy Murphy to unlap himself a couple times, but never enough to actively challenge for victory.
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Official Race Results as reported in The Indianapolis Star, May 31st, 1923.
Tommy Milton crossing the line to receive the checkered flag for victory.
After 200 laps, five-and-a-half hours, At an average speed of approximately 90 miles per hour, bruised and battered, but NOT beaten, the H.C.S. Special Tommy Milton crossed the finish line in first place, making him the first-ever two-time champion of the Indianapolis 500. The crowd roared in excitement for such a valiant effort, very deserving of over $30,000 in winnings he received. Cliff Durant’s team also performed admirably despite failing to win, with Harry Hartz once again finishing 2nd only one lap behind Milton, and Jimmy Murphy taking home third place. This Indy 500 would go down in history as a groundbreaking one, putting Indianapolis back on the global stage and providing the best framework in the world for close wheel to wheel racing at high speeds, just like the Indy 500 does today.
Manufacturers left this race both brilliantly satisfied and extremely disappointed:
Bugatti wasn't exactly the fastest manufacturer out there, having only one finishing car in 9th place, 56 minutes behind Milton. But the aristocrats that funded their entry had an absolute blast driving at speed down the fastest racetrack on Earth, and for that you gotta at least respect the effort. The independent work of Prince de Cystria and his fellow aristocratic racing enthusiasts helped put Bugatti on the map across the pond. Within one year, Bugatti had made their Grand Prix debut at home, raced in the first Grand Prix at Monza, and now raced at Indianapolis. It’s safe to say their future looked bright at this point in time.
Packard, by the skin of their teeth, and thanks to a truly great driver lineup, had proven that they could come close to challenge Miller’s outright speed, but their mechanical shortcomings on the biggest stage would prove to be the most embarrassing. Just like Frontenac and Chevrolet before them, Packard would “pack up” their racing efforts at the end of the 1923 season, unwilling to spend more money on what they and the general public viewed as a losing effort.
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With this result, it became 100% clear that Miller 122 was the open wheel race car to beat not just in America, but the world over, having been the only car to complete the full 200 lap distance in less than 6 hours, and occupying the entire top 4. Although several of the top brass manufacturers in Europe hadn’t raced their designs properly yet, in the first year of American-European convergence, it seemed quite clear that the Americans had a real threat up their sleeve. Rest assured, this would not be the end of Miller’s escapades in Grandes Epreuves this season…
It seems history is destined to repeat itself. Just like the Mercedes Formula 1 team of today, in this race Mercedes came with a vision, and despite a very slow start, they steadily improved their position, making the overall podium late in the race. This great result showed the world that a supercharged design really is a viable option in the racing landscape, and it’s safe to say that many in America took notice of their heroics. The M7294 sadly wouldn’t race again in 1923, but rest assured, supercharging would make a ferocious return later in the year…
And that concludes my retrospective on the 1923 Indianapolis 500. I want to give a big shoutout to all of the online resources I have used to compile images for this post, to give a more visual aspect to the race we’re looking back on. I also cannot thank enough https://www.goldenera.fi/, the absolutely phenomenal interwar Grand Prix racing website, for the more obscure and detailed information that simply can’t be found anywhere else, especially with the intermediate leaderboards. I adored writing this up, but it wouldn’t be what it is without the invaluable research by the other incredible racing historians that came before me.
I hope you guys enjoyed reading about this race as much as I did writing it up. Like I’ve always said, it's important that we remind ourselves of our history, especially with races as long ago as these, as they definitely deserve a fair shot in this fast-paced day and age. The Centennial Series will return in July, for the most important race of the year, and one which bears relevance even in today's racing world: The 1923 French Grand Prix.
Until next time, folks! :)

KRKNF (ASK @ 0.43)
PNG.VN (ASK @ 0.55)
Kraken Robotics Inc. announces a $9.5 million contract to supply high-resolution seabed mapping sonar equipment to a navy in Asia-Pacific.
The customer cannot be named at this time.
Under the scope of the contract, Kraken will deliver its KATFISH™ high-speed minehunting solution.
The contract also includes a variety of support and sustainment options,

• including training,
• spares
• and operational support.

Under the acquisition contract, Kraken will deliver its KATFISH towed Synthetic Aperture Sonar, Tentacle® Winch and Autonomous Launch and Recovery System (ALARS) in Q2, 2023.
Kraken’s equipment will be integrated onboard a vessel of opportunity selected by the customer.
Continuing to build off successful KATFISH deliveries with various NATO navies, this represents Kraken’s first KATFISH system sale in the Asia-Pacific region.
This contract follows the results of a successful in-country demonstration of KATFISH™ for the customer in Q1 of this year.
Kraken’s team worked in concert with a local survey company to complete a 200 km seabed survey that provided real-time ultra- high-resolution imagery and bathymetry of the seafloor along coastal waters.
Kraken is seeing continued opportunities for growth in all regions of the world as several trends are driving demand for Kraken’s synthetic aperture sonar technology. These include:

1. A heightened focus on maritime security and protection of subsea infrastructure.
2. An industry upgrade cycle and a gradual shift to smaller unmanned surface vessels for mine hunting. There are over 300 manned mine hunting vessels that are more than 20 years old and need to be upgraded over the next 5-10 years. Many of these will be replaced with smaller, unmanned vessels.
3. Strong growth in the commercial market from growing requirements for high resolution data for seabed surveys and subsea asset inspection in the offshore oil and gas and offshore wind sectors.

https://preview.redd.it/mp3unactm73b1.png?width=705&format=png&auto=webp&s=166b4665e12f672b866c1f78c18ca8a65d69dfa6
ABOUT KATFISH
The KATFISH is a high-speed seabed survey system providing ultra-high resolution seabed imagery and bathymetry for defense and commercial customers.
The acoustic imagery and bathymetry collected by KATFISH systems provides customers with actionable intelligence about subsea assets and infrastructure such as subsea pipelines and fiber optic cables, as well as important hydrographic information about the safety of key transit routes for ocean going assets.
Kraken has integrated KATFISH to a variety of manned and unmanned vessels of opportunity, providing both standalone turnkey seabed mapping as well as optional integration to a customer’s combat mission management systems.
ABOUT KRAKEN ROBOTICS INC.
Kraken Robotics Inc. (TSX.V:PNG) (OTCQB: KRKNF) is a marine technology company providing complex

• subsea sensors,
• batteries,
• and robotic systems.

Our high-resolution 3D acoustic imaging solutions and services enable clients to overcome the challenges in our oceans - safely, efficiently, and sustainably.
Kraken Robotics is headquartered in Canada and has offices in North and South America and Europe.
Kraken is ranked as a Top 100 marine technology company by Marine Technology Reporter.
LINKS: www.krakenrobotics.com
SOCIAL MEDIA: LinkedIn www.linkedin.com/company/krakenrobotics Twitter www.twitter.com/krakenrobotics Facebook www.facebook.com/krakenroboticsinc YouTube www.youtube.com/channel/UCEMyaMQnneTeIr71HYgrT2A Instagram www.instagram.com/krakenrobotics
For further information:
Stephen Griffin, Group Marketing Manager [email protected]
Joe MacKay, Chief Financial Officer (416) 303-0605 [email protected]
Greg Reid, President & CEO (416) 818-9822 [email protected]
Sean Peasgood, Investor Relations (647) 955-1274 [email protected]

KRKNF (ASK @ 0.43)
Kraken Robotics Inc. announces a $9.5 million contract to supply high-resolution seabed mapping sonar equipment to a navy in Asia-Pacific.
The customer cannot be named at this time.
Under the scope of the contract, Kraken will deliver its KATFISH™ high-speed minehunting solution.
The contract also includes a variety of support and sustainment options,

• including training,
• spares
• and operational support.

Under the acquisition contract, Kraken will deliver its KATFISH towed Synthetic Aperture Sonar, Tentacle® Winch and Autonomous Launch and Recovery System (ALARS) in Q2, 2023.
Kraken’s equipment will be integrated onboard a vessel of opportunity selected by the customer.
Continuing to build off successful KATFISH deliveries with various NATO navies, this represents Kraken’s first KATFISH system sale in the Asia-Pacific region.
This contract follows the results of a successful in-country demonstration of KATFISH™ for the customer in Q1 of this year.
Kraken’s team worked in concert with a local survey company to complete a 200 km seabed survey that provided real-time ultra- high-resolution imagery and bathymetry of the seafloor along coastal waters.
Kraken is seeing continued opportunities for growth in all regions of the world as several trends are driving demand for Kraken’s synthetic aperture sonar technology. These include:

1. A heightened focus on maritime security and protection of subsea infrastructure.
2. An industry upgrade cycle and a gradual shift to smaller unmanned surface vessels for mine hunting. There are over 300 manned mine hunting vessels that are more than 20 years old and need to be upgraded over the next 5-10 years. Many of these will be replaced with smaller, unmanned vessels.
3. Strong growth in the commercial market from growing requirements for high resolution data for seabed surveys and subsea asset inspection in the offshore oil and gas and offshore wind sectors.

​
https://preview.redd.it/h38bwk0km73b1.png?width=705&format=png&auto=webp&s=9d1efd9b22d4109e4c0ed43e8298888c3c2e3488
ABOUT KATFISH
The KATFISH is a high-speed seabed survey system providing ultra-high resolution seabed imagery and bathymetry for defense and commercial customers.
The acoustic imagery and bathymetry collected by KATFISH systems provides customers with actionable intelligence about subsea assets and infrastructure such as subsea pipelines and fiber optic cables, as well as important hydrographic information about the safety of key transit routes for ocean going assets.
Kraken has integrated KATFISH to a variety of manned and unmanned vessels of opportunity, providing both standalone turnkey seabed mapping as well as optional integration to a customer’s combat mission management systems.
ABOUT KRAKEN ROBOTICS INC.
Kraken Robotics Inc. (TSX.V:PNG) (OTCQB: KRKNF) is a marine technology company providing complex

• subsea sensors,
• batteries,
• and robotic systems.

Our high-resolution 3D acoustic imaging solutions and services enable clients to overcome the challenges in our oceans - safely, efficiently, and sustainably.
Kraken Robotics is headquartered in Canada and has offices in North and South America and Europe.
Kraken is ranked as a Top 100 marine technology company by Marine Technology Reporter.
LINKS: www.krakenrobotics.com
SOCIAL MEDIA: LinkedIn www.linkedin.com/company/krakenrobotics Twitter www.twitter.com/krakenrobotics Facebook www.facebook.com/krakenroboticsinc YouTube www.youtube.com/channel/UCEMyaMQnneTeIr71HYgrT2A Instagram www.instagram.com/krakenrobotics
For further information:
Stephen Griffin, Group Marketing Manager [email protected]
Joe MacKay, Chief Financial Officer (416) 303-0605 [email protected]
Greg Reid, President & CEO (416) 818-9822 [email protected]
Sean Peasgood, Investor Relations (647) 955-1274 [email protected]

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Kraken Robotics Inc. announces a $9.5 million contract to supply high-resolution seabed mapping sonar equipment to a navy in Asia-Pacific.
The customer cannot be named at this time.
Under the scope of the contract, Kraken will deliver its KATFISH™ high-speed minehunting solution.
The contract also includes a variety of support and sustainment options,

• including training,
• spares
• and operational support.

Under the acquisition contract, Kraken will deliver its KATFISH towed Synthetic Aperture Sonar, Tentacle® Winch and Autonomous Launch and Recovery System (ALARS) in Q2, 2023.
Kraken’s equipment will be integrated onboard a vessel of opportunity selected by the customer.
Continuing to build off successful KATFISH deliveries with various NATO navies, this represents Kraken’s first KATFISH system sale in the Asia-Pacific region.
This contract follows the results of a successful in-country demonstration of KATFISH™ for the customer in Q1 of this year.
Kraken’s team worked in concert with a local survey company to complete a 200 km seabed survey that provided real-time ultra- high-resolution imagery and bathymetry of the seafloor along coastal waters.
Kraken is seeing continued opportunities for growth in all regions of the world as several trends are driving demand for Kraken’s synthetic aperture sonar technology. These include:

1. A heightened focus on maritime security and protection of subsea infrastructure.
2. An industry upgrade cycle and a gradual shift to smaller unmanned surface vessels for mine hunting. There are over 300 manned mine hunting vessels that are more than 20 years old and need to be upgraded over the next 5-10 years. Many of these will be replaced with smaller, unmanned vessels.
3. Strong growth in the commercial market from growing requirements for high resolution data for seabed surveys and subsea asset inspection in the offshore oil and gas and offshore wind sectors.

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ABOUT KATFISH
The KATFISH is a high-speed seabed survey system providing ultra-high resolution seabed imagery and bathymetry for defense and commercial customers.
The acoustic imagery and bathymetry collected by KATFISH systems provides customers with actionable intelligence about subsea assets and infrastructure such as subsea pipelines and fiber optic cables, as well as important hydrographic information about the safety of key transit routes for ocean going assets.
Kraken has integrated KATFISH to a variety of manned and unmanned vessels of opportunity, providing both standalone turnkey seabed mapping as well as optional integration to a customer’s combat mission management systems.
ABOUT KRAKEN ROBOTICS INC.
Kraken Robotics Inc. (TSX.V:PNG) (OTCQB: KRKNF) is a marine technology company providing complex

• subsea sensors,
• batteries,
• and robotic systems.

Our high-resolution 3D acoustic imaging solutions and services enable clients to overcome the challenges in our oceans - safely, efficiently, and sustainably.
Kraken Robotics is headquartered in Canada and has offices in North and South America and Europe.
Kraken is ranked as a Top 100 marine technology company by Marine Technology Reporter.
LINKS: www.krakenrobotics.com
SOCIAL MEDIA: LinkedIn www.linkedin.com/company/krakenrobotics Twitter www.twitter.com/krakenrobotics Facebook www.facebook.com/krakenroboticsinc YouTube www.youtube.com/channel/UCEMyaMQnneTeIr71HYgrT2A Instagram www.instagram.com/krakenrobotics
For further information:
Stephen Griffin, Group Marketing Manager [email protected]
Joe MacKay, Chief Financial Officer (416) 303-0605 [email protected]
Greg Reid, President & CEO (416) 818-9822 [email protected]
Sean Peasgood, Investor Relations (647) 955-1274 [email protected]