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Power Player

• By Yachting Staff
• January 17, 2024

Tim Derrico’s to-do list dates all the way back to 1996. That’s when he joined HMY Yachts as a sales broker and started thinking about ways to help customers get exactly what they want. After he became director of sales in 2011, Derrico started to think even bigger—including the idea of finding a power-cat line worthy of being associated with the HMY Yachts brand. 

It was a tall order, given the growth that HMY Yachts had experienced ever since Steve Moynihan founded the company in 1979 on a houseboat located in Fort Lauderdale, Florida. Today, HMY Yachts sells new and brokerage boats out of a dozen locations, offering some of the world’s top brands such as Viking Yachts, Valhalla Boatworks, Princess, and Nimbus. Most power catamarans, to put it mildly, didn’t even come close to the level of fit-and-finish and outfitting seen on those fishing and cruising boats. 

All of which is why Derrico and Moynihan began a fact-finding mission in 2019 to learn more about a rumored top-end power catamaran concept out of Cape Town, South Africa. The power catamaran was still in the design phase, but it was the brainchild of a team with serious boatbuilding credentials. 

For starters, the shipyard with this power-cat concept was Two Oceans Marine Manufacturing, which had long been known for custom catamaran and monohull builds up to 110 feet. Two Oceans also builds Balance Catamarans, which often sail well above their class in terms of construction, design and performance. The designer was Du Toit Yacht Design, also based in Cape Town, South Africa, with a stellar reputation dating back to 2001.

“I met with some people in my office here in West Palm Beach and got the conversation going,” Derrico recalls. “We ended up having a dinner meeting one night during the Miami boat show in 2019. It went well, and things proceeded from there.”

Next, HMY Yachts leadership brought in Dave Jirikovic, who, prior to joining HMY, had spent years selling products and managing dealerships for two mainstream express-cruiser brands. He’d also had significant input into new-product development. Jirikovic, plain and simple, knew what to look for in a shipyard. He flew to South Africa on a reconnaissance mission. 

“I got there and saw this massive facility within the secured port of Cape Town, a bustling metropolis of people working—and that was not just on our 555 cat project, but also on two Balance sail catamaran models, and on South African National Sea Rescue Institute boats, which is like their coast guard. And then there were all of the custom boats, like the first Two Oceans 870 Power Catamaran at 87 by 40 feet, and even custom sport-fish builds. It was impressive,” Jirikovic says. “My phone call back to Tim and Steve was: ‘This guy’s a builder. He’s got the skills, he has the labor, and he has the facilities. All of the ingredients to build are here,’ which is something you cannot say often.”

Two Oceans Marine felt the same way about HMY Yachts. It takes a lot to trust a dealer with not one but two lines of boats: the Two Oceans Power Catamarans, and the ECLIPSE Express Cruisers. HMY’s well-rounded network and experienced sales team offered everything that Two Oceans Marine needed to bring its boats to a much wider, worldwide clientele. 

Two Oceans 555 Power Catamaran

Combining Two Oceans Marine’s construction know-how with HMY Yachts’ sales prowess and reach made complete sense. Seemingly overnight, HMY Yachts became a global dealer—and exclusive US dealer—for Two Oceans Power Catamarans, starting with the Two Oceans 555 model. Jirikovic sat down with the team in South Africa to discuss what American buyers want, including all the little details that can take any boat concept from good to great. 

“We sat in their conference room for seven hours straight, with one restroom break,” Jirikovic says. “We talked about every single component.”

That group of people, still to this day, has remained laser-focused on ensuring that the Two Oceans 555 delivers everything American yachtsmen desire in a power catamaran. And boaters are already responding big-time. Hull No. 1 of the Two Oceans 555 sold to its owner before the design was even complete, and before anyone had seen a physical boat (Two Oceans Marine knew the buyer from a prior build). Hull No. 2 was displayed at the Fort Lauderdale International Boat Show in October 2023, and soon after, HMY Yachts was sold out on the model’s production slots until 2025. 

The plan is to keep the Two Oceans 555 a premium product with only about 10 of the boats being built each year, each one of them customized to the owner’s taste—setting the Two Oceans line apart from competing brands that pump out far more mass-production quantities of catamaran hulls annually on their construction lines. 

ECLIPSE Express Cruisers

Next, following up on the success of the Two Oceans 555, HMY Yachts is also preparing to debut a line of cruising powerboats from the same builder. The first two models in this line from Two Oceans Marine will be the ECLIPSE 505 and ECLIPSE 605. 

The ECLIPSE 505 Shadow—a version of the 505 with an upgraded performance package (see details below)—will premiere at the Newport International Boat Show in September. Two ECLIPSE 505 Shadows will be at the Fort Lauderdale International Boat Show in October, and at the Miami International Boat Show in February 2025. The ECLIPSE 605 will premiere at the Palm Beach International Boat Show in March 2025.

These ECLIPSE boats are penned by renowned powerboat designer Michael Peters of Sarasota, Florida. Interiors are by the UK’s Design Unlimited, with consultation from Silver Arrows Design, an automotive design leader that brings innovative interiors to the marine market.

“Michael Peters said it best: ‘It’s a new timeless classic,’” Jirikovic says of the ECLIPSE line. “It’s built on his world-renowned Stepped Vee Ventilated Hull, and it’s a sexy package that also performs.”

The base ECLIPSE 505 and 605 models will pack serious power: twin or triple 600-horsepower Mercury V-12 Verados. The Shadow Performance Package 505 and 605 models will have triple and quadruple engine upgrades, respectively. All expectations are for the ECLIPSE powerboats to achieve north of 60 knots at wide-open throttle, with upper-end features and overnight accommodations for couples or families. 

The Power of HMY Yachts

Are the ECLIPSE powerboats a completely different style and cruising experience than the Two Oceans 555 power cat? Yes, they are—and that’s the whole point of adding both brands to the HMY Yachts list of offerings, Derrico says. 

“If you look at what we have at HMY Yachts, it’s a lot of different types of high-quality boats that can appeal to different types of consumers,” he says.

And beyond that, Jirikovic adds, the customer service and sales network that HMY Yachts has in place will ensure that the brands deliver on what they promise. HMY’s knowledge and years of experience make it the ideal partner for Two Oceans Marine Manufacturing on both of these brands. 

“We’re going to make sure that we exceed our customers’ expectations and that our customers are satisfied with the ECLIPSE experience, period,” Jirikovic says. “HMY has been around for 45 years by delivering results, not disappointment. From the purchase of the former Whiticar Boat Works yard as the dedicated ECLIPSE Service Center, to dedicated customer-care staff and dedicated ECLIPSE and Mercury technicians, an ECLIPSE owner will be in for a pleasant surprise.”

Take the next step: Learn more about the Two Oceans 555, ECLIPSE 505 and ECLIPSE 605 at hmy.com .

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The Panama Canal Redrew the World’s Map. A Novel Explores the Lives It Changed.

In her new novel, “The Great Divide,” Cristina Henríquez tells the story of the forgotten lives behind the construction of the engineering marvel that cut a path between continents.

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By Celia McGee

As far back as Cristina Henríquez can remember, there has always been the Panama Canal. She visited it every summer on family trips. Later it became standard fare she studied in high school: the engineering feat connecting two oceans, a formative adventure in American expansionism, an early notch on Teddy Roosevelt’s belt.

The questions, however, didn’t occur to her until she was older: Whose lives, and deaths, lay behind a project so massive it redefined countries and redrew the world’s map?

“I grew up going to the canal, but I didn’t know what I was seeing,” Henríquez said. “I understood that it was the most salient association most people have with Panama, but I wanted to go inside it, in a different way.”

Her new novel “The Great Divide,” shifts the focus to those uprooted, displaced, and also enticed by the shipload with advertisements like the one she found to open the book, out March 5. “2-year contract,” it reads. And, “Free lodging and medical care.” “Work in paradise!”

That there was work was true. That it would be paradise was not, at least not for those who hacked, blasted, shoveled, dredged and carved 51 miles through mud, rock, jungle, cyclic violence, the miasma of deadly insect-borne disease, and a piece of the Continental Divide.

Henríquez lives outside of Chicago, but on a recent visit to New York she stood, head craned back, in the Theodore Roosevelt Memorial Hall at the American Museum of Natural History. She was scanning “The Building of the Panama Canal,” a monumental mural painted in the 1930s and an official version of the past, bursting with allegory, symbolism and clusters of historical figures. It celebrates the deal Roosevelt’s government struck with a newly independent Republic of Panama in 1903: In exchange for $10 million and an annual payment of $250,000, the United States won the right to establish the Canal Zone, a sovereign territory that stretched five-miles-wide on either bank.

“It’s amazing how it tells history,” Henríquez said. “But what interested me was the humanity.”

Henríquez has spent much of her career placing figures where before there were none. Thanks to her father’s roots in Panama, her fiction — starting with her 2006 debut collection “Come Together, Fall Apart”— has inflected American writing with stories set there, as well as telling those of immigrants hoping for a bid at the American dream.

Her last novel, “The Book of Unknown Americans,” published in 2014, centered on an urban Delaware apartment building where a Panamanian family (and the trials of immigration) play a vital part. Her 2009 novel, “The World in Half,” about a young American who goes in search of the Panamanian father she’s never met, continued the theme of dividedness that runs through her work as inexorably as the geographical similes she uses for the shifting tectonic plates of human relationships.

Communications are severed, voices left unheard, understanding breaks down — between parents and children, husbands and wives, lovers and lovers, and above all, wary Americans and hopeful newcomers, those rich in resources and those robbed of them. This positions her, said the critic Oscar Villalon, in the company of such authors as Edwidge Danticat, Junot Díaz and Francisco Goldman, “who write about places inextricably tied to American history, giving us a better understanding of what that history really is.”

But until “The Great Divide,” Henríquez hadn’t really tackled history any earlier than her memory could carry her.

The 1980s — and in particular the final days of the Panamanian strongman Manuel Antonio Noriega — darkened her writing with marauding military gangs known as Dignity Battalions and citizens forced to eat toothpaste rather than starve, as American warships readying to invade clouded the horizon.

“I remember how tense phone calls with my relatives in Panama were during the Noriega years,” she said. Her grandfather Pantaleón Henríquez Bernal had been a prominent figure in Panamanian politics, a journalist, and a well-known writer whose short story collection “Cuentos de acá y de allá (Tales from Here and There)” became a staple of Panamanian fiction.

A young Henríquez was entranced by the room where her grandfather wrote on the second floor of a house overlooking Panama Bay, while downstairs her grandmother prepared food for anyone who might stop by. The locale inspired the opening scene of “The Great Divide.”

“I didn’t speak Spanish as a kid,” said Henríquez, who would finally study it in college, at Northwestern. “So I was always watching. All that time just observing was part of why I became a writer. I would fill in the blanks for myself, which is what fiction writing is, isn’t it?”

But writing historical fiction meant more: delving into the fault lines of incident, tracing networks of railroads and mosquito types, learning the particulars of a fishing reel, a cooking skillet, a dance step or a new world order secretly bankrolled by Wall Street.

“The Great Divide” took Henríquez 10 years to complete. She read voluminously on the subject. A classic like David McCullough’s “ The Path Between the Seas ,” which includes the spectacular French failure that preceded the American venture, “is unmatched in its exploration of the historical and political forces that were at play,” she said. “But I was always looking for more.”

She never knew whom she would encounter along the way, but “Everyone,” she wrote in a notebook she kept close as she worked on the novel, “must have a heartbeat.”

A majority of the canal’s work force was Afro-Caribbean, primarily recruited from Barbados and its decimated sugar cane economy. Henríquez started the novel, she said, with just two characters. Ada is a young Barbadian stowaway intent on earning money to send home to her ailing sister, and Omar is a fisherman’s son who takes a job on the canal in defiance of his father and their way of life.

From there Henríquez fanned out into an interconnected panorama she keeps rich in back stories — about Omar’s father adrift in regrets; a fishmonger’s wife facing the loss of her ancestral village; an unhappily married young American couple embedded in the effort to eradicate malaria; a gifted seer wrapped in magical realism; a Jamaican John Henry figure; and the white crew boss he squares off against.

The novel braids in events actual and imagined as earth is moved toward the final irony that the canal and its system of locks, ostensibly aimed at promoting peace among nations, was finished the same year as the outbreak of World War I.

Yet the novel remains at all times intensely personal, said Lan Samantha Chang, the director of the Iowa Writers’ Workshop, who taught Henríquez as a student there. “For very talented writers the exploration into their craft is more than learning technique,” Chang said. “It has to do with such questions as ‘Where do I come from? What is the nature of my background?’ Before she came to Iowa, the fiction Cristina wrote was primarily set in the U.S.”

That changed after Henríquez came across a used copy of Sandra Cisneros’s “The House on Mango Street ” and its sketches of immigrant life in a secondhand bookstore. It awakened in her a Latina identity and encouraged her to interpret historical occurrences through her own fictional language and sense of place. (Noting the bond between the two writers, Jenna Bush Hager made “The Great Divide” and the 25th-anniversary edition of “The House on Mango Street” a joint pick for her March book club .)

Surprises kept toppling off history’s shelf. The most shocking, Henríquez said, was “how rigid and pervasive segregation was.” In a system that hewed most closely to the institutionalized racism of the American South, the Black labor force and its sprinkling of Latin American and Mediterranean laborers was strictly separated from the white world — paid in silver and known as “the silver people,” while white Americans and Europeans, or “the gold people,” were paid in gold.

There were separate commissaries, medical facilities, places of worship and housing: the “gold people” occupying higher ground in airy homes screened against the tropical climate’s ills, the “silver people” in shanties or abandoned rail cars. Lines drawn like this would reverberate for Henríquez’s modern-day immigrants, sometimes with deadly consequences.

This past summer Henríquez, with her family, took a boat the length of the canal for the first time. Long accustomed to viewing it from the visitor’s center at the Miraflores Locks, in Panama City, she was moved by the different perspective.

“On the boat you’re only inches away from the concrete on either side,” she said. “It’s incredible to know who poured it.”

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Tessa Hulls’s “Feeding Ghosts” chronicles how China’s history shaped her family. But first, she had to tackle some basics: Learn history. Learn Chinese. Learn how to draw comics.

James Baldwin wrote with the kind of clarity that was as comforting as it was chastising. His writing — pointed, critical, angry — is imbued with love. Here’s where to start with his works .

After nationwide protests over racial inequality led publishers to promise they would reshape their overwhelmingly white industry, a survey showed they made little progress toward a more diverse publishing work force .

Aaron Lansky spent a lifetime building the Yiddish Book Center, one of the country’s leading Jewish cultural institutions. He’s ready to hand over the reins .

Do you want to be a better reader?   Here’s some helpful advice to show you how to get the most out of your literary endeavor .

Each week, top authors and critics join the Book Review’s podcast to talk about the latest news in the literary world. Listen here .

Two Oceans Marketing is a dynamic, challenging and highly rewarding place to work. The continued expansion of our business means we are always on the lookout for talented team players to join the Two Oceans family.

If you feel you have the necessary qualifications, experience, and positive attitude to make a valuable contribution to the future of our company, we’d love to hear from you.

Send your CV to [email protected] and we’ll keep it on file so that we can get in contact with you if a suitable position arises for which you can apply.

We will also list available positions on this page when they come up, so bookmark this site and check back regularly.

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‘If the sea rises we’ll have to leave’: plans to restart gas drilling threaten Italy’s sinking delta

Sixty years after fatal floods and subsidence halted gas extraction in the Po delta region, politicians are once again eyeing methane reserves. But at what cost to one of the Mediterranean’s largest wetlands and the people who live there?

T o a visitor driving through Polesine in north-east Italy on a winter morning, the area might seem blessed with an abundance of wildlife. The biodiversity is among the richest in Italy, with 400 species of bird , lagoons, marshes and reed beds that have created a true natural labyrinth. Yet, it soon becomes obvious that something is not right: houses and fields are all lower than the road, visibly sunken, protected by embankments about four metres high. The reason? Without those barriers, they would be under water.

The entire area of Polesine, a strip of land between the Po delta and the Adriatic Sea, has long suffered the consequences of subsidence, but it was aggravated by gas extraction, which is why the practice was banned by the government in 1961.

Before it did so, there was Batteria – an island that no longer exists . Covering almost 300 hectares (740 acres) in the Po delta, Batteria was home to a few houses, a farm, warehouses, rice fields and lagoons for cultivating fish. But then, in 1976, a storm came in off the Adriatic Sea and Batteria was gone.

“If you want to see Batteria it’s down here, three metres under water,” says Natale Mantovan, a fisher, as he stops his boat near some semi-submerged buildings. “Twenty of us lived on the island and 1,500 worked there. Today, I pass only a few other fishermen in search of eels and mullet.”

Over the centuries, Batteria had been affected by subsidence . It is not uncommon in sedimentary soils but in Batteria’s case the process was accelerated by the extraction of methane gas, experts say.

Now, the region is under threat once again. The Italian government has reversed the ban, announcing that gas extraction will be allowed to restart. The plan is to drill new wells in the upper Adriatic, off the Polesine coast, an announcement that sparked fury and protests from residents last December.

Polesine, part of the Veneto region, is rich in methane: “We have always known that this is an area rich in gas, you just need to make a hole in a ditch and the brackish water comes out,” says Vanni Destro, a retired railway worker and member of the Polesine No Drills Committee, a group that opposes new gas extraction.

The first wells were built in 1935 and, by 1959, there were 1,424 . The extraction process draws gas and salt water from the subsoil and then separates the two. The problem with taking large amounts of water from underneath the soil is that it makes the ground – that already has a tendency to sink – even more unstable, causing it to sink much faster.

In the 1950s the area experienced serious floods, including one in November 1951 that left 84 people dead and displaced almost 200,000. The Red Cross estimated at the time that 100,000 hectares (almost 250,000 acres) of land, a surface area larger than Lake Geneva, were submerged. That decade witnessed an exodus of 150,000 people from Polesine. In 1957, the seismologist Pietro Caloi, commissioned by the government to assess the causes, determined that gas extraction was to blame for “almost the entire collapse of the terrain observed in the delta”. Caloi urged the authorities to close the wells.

The government followed the advice, but it wasn’t the end of the story. The rate of subsidence simply slowed down. “It’s not enough to turn everything off, there’s a huge driving force that goes on for 30 to 40 years,” says Giancarlo Mantovani, an engineer heading the Consorzio di Bonifica , a public body that manages reclamation works in the Po delta. “Since they closed the wells we have dropped by a further two-and-a-half metres.”

If the area is still suffering from the effects of past gas extraction, it raises the question why Italy’s government has decided to resume the practice after 60 years.

The war in Ukraine has played a part. Italy used to rely on Russian gas and is trying to boost its domestic production in an effort to increase its energy security. In her 2022 inauguration speech, Italy’s prime minister Giorgia Meloni said : “Our seas have gas deposits that we have a duty to exploit.”

The proposed new wells in Polesine will be built in the sea (previously they were on land), but they are close to the coast. Offshore wells so near the coast have been demonstrated to affect subsidence in adjacent land, according to Mantovani. “A drilling station in front of Lido di Dante, near Ravenna [further south], caused the ground to sink by one-and-a-half metres,” he says.

Environmental groups strongly oppose the project. They argue that authorities are risking the environment for a minimal amount of gas . “We are talking about a total of almost 7bn cubic metres of gas – at the rate of one-and-a-half billion per year,” says Giorgio Crepaldi, another member of the No Drills Committee. It’s a fraction of Italy’s annual consumption of 70bn cubic metres. “The government just wants to show they are doing something about the rise in energy costs, but with no regard for the local populations.”

Local politicians also oppose it, including Veneto governor Luca Zaia , a key member of the rightwing League party, the main political ally of Meloni’s Brothers of Italy. Moreno Gasparini, the mayor of the small town of Loreo and president of the Veneto regional park of the Po delta, also a conservative, is another of the project’s staunch opponents. “It would be detrimental to the territory,” he says. “The whole delta is below sea level. Thanks to the barriers we can live here but if the sea rises we’ll have to leave.” Gasparini is ready to fight, he says. “Should the drilling start, we’ll block the roads.”

In 2022, the Veneto region convened a panel of experts to study the situation. They issued a report stating that there was not enough information to determine the impact the drilling would have on nearby areas and concluded that “out of caution, the activity cannot be allowed”.

One of the experts, urban planner Francesco Musco , says that subsidence is not the only risk. The Po delta, he says, is one of the largest wetland areas in the Mediterranean: “Do we want to extract or do we want to preserve?” Then, there are economic considerations: “This could jeopardise fishing and tourism, which matter a lot. Are we sure it’s the best choice?”

Yet, despite the opposition and the negative report, Italy’s central government, which has the final say, seems determined to go ahead with the extraction.

Crepaldi thinks the government should learn from history. “I grew up here and one of my earliest memories is from when I was three, when soldiers were driving around telling people to leave their homes because they were expecting a flood,” he says. “Haven’t episodes like that taught us anything?”

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Scientists want to build 62-mile-long curtains around the 'doomsday glacier' for a $50 billion Hail Mary to save it

• Geoengineers are planning to test massive underwater curtains that could slow catastrophic glacial melting.
• The Thwaites, a.k.a. " doomsday glacier ," has lost over 1,000 billion tons of ice since 2000.
• If the Thwaites collapsed entirely, global sea levels would ultimately rise by about 10 feet.

A couple feet of sea level rise may not sound like a lot. But if sea levels rose by 2 feet worldwide, the effects on coastal communities would be catastrophic.

Cities like New York, Miami, and New Orleans would experience devastating flooding . Across the globe, 97 million people would be in the path of rapidly encroaching waters, putting their homes, communities, and livelihoods at risk.

That's what would happen if the Thwaites glacier , nicknamed the 'doomsday glacier,' collapsed. But it wouldn't stop there.

Right now, this massive Antarctic ice shelf blocks warming sea waters from reaching other glaciers. If the Thwaites collapsed , it would trigger a cascade of melting that could raise sea levels another 10 feet .

Already, the melting Thwaites contributes to 4% of global sea level rise. Since 2000, the Thwaites has lost over 1,000 billion tons of ice. But it's far from the only glacier in trouble, and we're running out of time to save them.

That's why geoengineers are innovating technologies that could slow glacial melting.

The latest strategy is curtains. That's right — underwater curtains. John Moore, a glaciologist and geoengineering researcher at the University of Lapland, wants to install gigantic 62-mile-long underwater curtains to prevent warm seawater from reaching and melting glaciers.

But he needs $50 billion to make it happen.

Drawing the curtains on glacial melting

One of the main drivers of glacial melting is the flow of warm, salty sea water deep within the ocean. These warm currents lap against the sides of the Thwaites, for example, melting away the thick ice that keeps the shelf's edge from collapsing.

As oceans warm due to climate change , these intruding currents will increasingly erode the Thwaites, driving it closer to total collapse.

Moore and his colleagues are trying to figure out if they could anchor curtains on the Amundsen seafloor to slow the melting.

In theory, these curtains would block the flow of warm currents to the Thwaites to halt melting and give its ice shelf time to re-thicken.

This isn't the first time Moore has suggested this blocking solution. His curtain idea is based on a similar solution he proposed back in 2018, which would block warm water using a massive wall .

But curtains are a much safer option, according to Moore.

They're just as effective at blocking warm currents, but much easier to remove if necessary, he explained.

For instance, if the curtains took an unexpected toll on the local environment, they could be taken out and redesigned.

"Any intervention should be something that you can revert if you have second thoughts," Moore said.

While Moore and his colleagues are still decades away from implementing this technology to save the Thwaites, they are in the middle of testing prototypes on a smaller scale.

A $50 billion idea

Moore's colleagues at the University of Cambridge are already in the very early stages of developing and testing a prototype, and they could progress to the next stage as early as summer 2025, according to Moore.

Right now, researchers at the University of Cambridge are testing a 3-foot-long version of this technology inside tanks. Once they've proven its functionality, they'll move on to testing it in the River Cam, either by installing it at the bottom of the river or by pulling it behind a boat, Moore said.

The idea is to gradually scale up the prototypes until evidence suggests the technology is stable enough to install in the Antarctic, Moore explained.

If all goes well, they could be testing a set of 33-foot-long curtain prototypes in a Norwegian fjord in about two years.

"We want to know, what could possibly go wrong? And if there's no solution for it, then in the end you just have to give up," Moore said. "But there's also a lot of incentive to try and make it work."

With scaling comes an increased need for funding. This year's experiments will cost around $10,000. But to get to the point where Moore and his colleagues could confidently implement this technology, they'll need about $10 million.

And they would need another $50 billion to actually install curtains in the Amundsen Sea.

"It sounds like a hell of a lot," Moore said. "But compare the risk-risk: the cost of sea level protection around the world, just coastal defenses, is expected to be about $50 billion per year per meter of sea level rise."

While some coastal cities, like New York, have the budget to adapt to rising seas, others won't even come close.

"One of the great driving forces for us is this social justice point — that it's a much more equitable way of dealing with sea level rise than just saying, 'We should be spending this money on adaptation,'" Moore said.

A race against time

Data shows that the Thwaites glacier, and others like it, are melting at unprecedented rates due to climate change. But the question of when they could collapse remains up for debate among glaciologists.

"We really don't know if [the Thwaites] could collapse tomorrow, or 10 years from now, or 50 years from now," said Moore. Adding, "We need to collect better data."

But collecting better data will take time that these glaciers might not have.

Proponents of glacial geoengineering , like Moore, believe that the time for intervention is now. Other experts disagree, arguing that cutting carbon emissions is the only viable way to slow glacial melting.

While reducing emissions is essential for mitigating the effects of climate change, Moore isn't confident that we'll cut back drastically or quickly enough to save the Thwaites. Once it reaches a tipping point, "Then the glacier doesn't really care anymore about what humans want to do about their emissions," he said.

"At that point, that's when you need these other tools in the box."

Watch: Antarctica is melting more than scientists thought, and it’s creating giant waterfalls

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Phuket Rendezvous 2024 Showcases Luxury Yachting

Boat Lagoon Yachting Hosts Annual Phuket Rendezvous, Attracting Yacht Owners from Across the Region to Phuket, Thailand – The World's Premier Yachting Destination.

PUBLISHED : 6 Mar 2024 at 13:59

The "Phuket Rendezvous 2024," a three-day event held from February 24-26, brought together an impressive fleet of over 20 luxury yachts from the SEA Region. This gathering featured notable models such as the all-new Princess Y95, Princess Y72, and the iconic Princess X95 Superflybridge. Highlighting the event was the debut of the stunning Princess X80 in Thailand, arriving from Singapore. Other remarkable vessels included the F55, Princess 64, Princess 88, two additional F55s, Cap Camarat 9.0 CC, Sacs Strider 11, and Sacs Strider 15.

Hosted annually by Boat Lagoon Yachting, the Phuket Rendezvous has been the epitome of the boating lifestyle since 2011, offering a blend of oceanic adventure and island exploration around the picturesque Phuket islands. It remains Thailand’s premier overnight yachting event.

The first day of the event is an exclusive gathering for Boat Lagoon Yachting's esteemed yacht owners and VIP guests, featuring greetings from our Group Managing Director, Vrit Yongsakul; Alister Brunskill, the Singapore Country Head for Boat Lagoon Yachting; and Stephen Thomas, Head of Aftersales Service. The year 2024 marks the 30th anniversary of Boat Lagoon Yachting, adding an extra layer of celebration to the event.

Yacht owners and VIP guests are currently enjoying live DJ and entertainment, setting the stage for a memorable first night. The event will then continue at one of Phuket's renowned beach clubs, the picturesque Catch Beach Club overlooking Bangtao Beach. Here, an impressive lineup of Princess yachts, including the flagship Y95, Princess Y72, two F55s, and Princess 75 and 78MY models, awaits.

On the second day, our fleet gathered at Koh Mai Thon for a special event, highlighting our commitment to marine conservation. In collaboration with the National Marine Conservation Department, we released 30 baby Bamboo sharks into their natural habitat. Marine conservation is a critical issue in Phuket, where the Marine Conservation Department is dedicated to protecting Bamboo shark populations and other marine species through research and education. Boat Lagoon Yachting and Princess Yachts are committed to supporting these efforts, promoting marine conservation practices and responsible boating to help safeguard marine populations.

Lead: "Boat Lagoon Yachting Hosts Annual Phuket Rendezvous Event, Drawing Yacht Owners from Across the Region to Phuket, Thailand – The World's Premier Yachting Destination."

Body: The "Phuket Rendezvous 2024," a three-day event held from February 24-26, showcased an impressive fleet of over 20 luxury yachts from the SEA Region. Highlights included notable models like the all-new Princess Y95, Princess Y72, and the iconic Princess X95 Superflybridge. The event also marked the Thailand debut of the stunning Princess X80, arriving from Singapore. Other remarkable vessels included two F55s, Princess 64, Princess 88, Cap Camarat 9.0 CC, Sacs Strider 11, and Sacs Strider 15.

Hosted annually by Boat Lagoon Yachting, the Phuket Rendezvous epitomises the quintessential boating lifestyle, blending oceanic adventure with island exploration around Phuket's picturesque islands. Since its inception in 2011, the Rendezvous has been Thailand's premier overnight yachting event.

The first day featured an exclusive gathering of Boat Lagoon Yachting's esteemed yacht owners and VIP guests, with greetings from Group Managing Director Vrit Yongsakul, Alister Brunskill, Singapore Country Head, and Stephen Thomas, Head of Aftersales Service. The year 2024 marks Boat Lagoon Yachting's 30th anniversary, adding an extra layer of celebration. Live DJ & entertainment set the stage for a memorable night before the rendezvous cruise began at the picturesque Catch Beach Club overlooking Bangtao Beach.

On the second day, our fleet gathered at Koh Mai Thon for a special event, including the release of 30 baby Bamboo sharks in collaboration with the National Marine Conservation Department, highlighting our commitment to marine conservation.

Vrit Yongsakul, Group Managing Director, underscored the importance of embodying Princess Yachts' ethos and its dedication to ocean preservation, stating, "As a brand deeply connected to the sea, we are passionate about preserving marine life. Supporting the Thailand National Marine Conservation is a vital step towards ensuring thriving oceans for future generations."

The final day saw a convoy cruising towards Loh Lana Bay on Phi Don Island, with yachts rafting up for fun with floating water toys and iAqua equipment. The day included private guided tours around the Phi islands and concluded with a sunset cruise in front of the iconic Phi Island, marking a remarkable Phuket Rendezvous 2024.

Vrit Yongsakul highlighted the Gulf of Thailand's exceptional yachting opportunities, noting Phi and Krabi's global acclaim for their scenery, diving spots, and culinary offerings. He emphasised Thailand's role as a premier yachting hub in Asia, thanking Southeast Asian clients for their participation and highlighting the event's role in showcasing one of the largest yacht displays in Asia.

For more information, please visit our website at www.boatlagoonyachting.com , email us at [email protected] , or call us at TH: +66 76239739, SG: +65 6271 8804. Follow us on social media: Facebook at https://www.facebook.com/BLYGroup/ and Instagram at @boatlagoonyachting.

• BoatLagoonYachting

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