Big Ships & Heavy Load - Hard Work At The PORT OF HAMBURG | Full Documentary

more than 12 000 ships from all over the world dock at the port of hamburg each year 160 000 jobs depend directly upon the port it's one of the most important german business locations more than 100 million tons of goods and around 9 million containers hamburg is one of the world's top 20 seaports the tow boat blocker under the command of captain timo mila is taking a huge container ship to the pier a dangerous job the container terminals are manned 24 hours a day bridge operator bjorn ziemsen is under constant pressure to meet deadlines and dock worker henley hertendoff faces a real challenge as he loads an enormously heavy ship's propeller with his boys the port of hamburg would not function at all without them the bracket is a modern towboat with more than 5600 horsepower today captain timo mulla is due to receive a huge container ship and escort it safely from hamburg state border to the pier you can already see the kyoto express arriving she's easy to spot in the mist the container ship is 335 meters long tension rises among the crew members and the tug captain they've been doing this job for many years but the respect remains now once we've attached ourselves to the front of the kyoto express in a minute it's true that i run the risk of making a mistake and getting run over by the ship i mean we could be rammed by the ship and then would probably end up being pulled under water or the motor may also cut out making it impossible for us to maneuver in front of the ship you don't want these things to happen but of course there is a possibility they might so pulling the ship from the front is dangerous and challenging in any event the harbor pilot boards the ship before it can cross hamburg's federal state border he's going to instruct the other tow boats the shipping company has ordered three powerful tow boats for the job here's the second tow boat that's coming with us perfect it's going a stern morning the break is listening on six for the kyoto express yeah we'll go alongside break in front and later turning south all good the kyoto express is quite a beast that comes dangerously close to the small tow boat but this is the only way the deckhand can take the head rope and attach the towing hook to it which is then pulled upwards there's one firm rule the rope always comes from the harbor tug so that the crew can be sure it's strong enough and completely intact their lives depend on it if the rope were to sever it would be disastrous ship is moving at a good speed we're going in eight and a half knots here this is neither too slow nor too fast for us it has to have a certain speed to be able to steer the more slowly it moves the less the rotor blade is exposed to the current and the more difficult it becomes to steer so it really needs good speed to navigate safely shortly the ship will have to be turned 360 degrees the golden kuru has moored at the southwest terminal packaged goods are to be loaded onto the chinese cargo ship a job for the last remaining stevedores the dock workers toston klut is their loadmaster either three or four remember we'll keep moving here a little further that way towards the pier the steel trough is going to a factory in china we call this the bathtub it weighs 43 metric tons 43.6 the weight isn't a problem but the bathtubs dimensions are giving second stevedore gordon wallace a headache i was following yesterday the challenge for the deckman or crane operator is that the hatch cover itself the hatch opening here is only 14.4 meters and the bathtub is 15.1 meters the challenge is of course we have to go crossways we come in diagonally and then we have to turn when there's an opening down there so that it stands straight on the water side we still have room please 43 metric tons there's always a little momentum with it you realize you still see some movement to hold that really still that rarely happens but as you can see we've managed it perfectly perfect the first challenge is over in the past doc worker shaped the image of hamburg's gateway to the world today only a few people do this back-breaking job tony is one of them yes it's the whole nine yards right now because the crane driver can't see anything i'm sort of the middleman between the people in the hatch and the crane driver everything's fine as long as he can see but when he can't see that's when i have to jump in of course the job can be dangerous extremely heavy loads are suspended in the cargo hold over the men's heads keep going keep going keep going keep going swing a little to the left yes good oh yeah that's practically still the old port work this is still general cargo container is always pretty monotonous always the same procedure and here you have to think about it how does the cargo get in how do we lash it the container is always standardized it's always about putting it in and done with something like this you always have to check whether it fits the dimensions how is it attached or secured the load of course that's a bit more exciting than working with containers working at the port is about learning by watching the young men are learning from the old hands just like in the past the heavy boxes need to be stacked in such a way that they are not damaged [Music] if we were to stow the boxes on top of each other might weigh too much we remove the boxes place a board under them and stabilize them so they won't collapse the stevedores use so-called lashing chains to secure the heavy boxes one chain comes from above and the other from down here then you take the tensioner which acts as the lock to connect the two chains and lash them together the lashing crew relies on muscle strength and the leverage of its tools these safety locks do not open very quickly the crates are fixed in place for rough seas and long journeys experience and tricks are fairly important for handling heavy loads nicely done the coolbond bridge is a challenge the clearance height is only about 52 meters that's just enough for the kyoto express the new huge ships can no longer dock at the container terminal behind it the 335 meter long ship hangs onto the hook of captain timo miller's turbo he now has to turn the giant 360 degrees now i have to be careful of course as the ship moves a little bit ahead if i'm not careful now it is possible that we will turn around which means we would essentially be facing in the wrong direction on the side of the ship i have to ensure that the line is at a 90 degree angle so we can clear when he says attached to steering board and can start right away the harbour pilot instructs the tow boats using the radio plenty of room at the front for nyk okay the giant ship lies parallel with the key wall timo milla gives the order to haul in the tow line now the giant container freighter is unable to maneuver the tow boats must get into position as quickly as possible to tow the ship to the key wall there are marked points on the ship's side for this purpose it's here that the tow boat can exert pressure break halfway halfway a tow boat captain must have experience and knowledge he must keep an eye on the tide high and low he must know the currents and estimate the wind it's the only way to safely birth ocean-going vessels at the pier we're pushing this way now and the perfect essentially keeps her off the kai a bit as soon as we're completely parallel and on the fenders we push it full speed so that she doesn't get off the car then the lines get tied to the kite nails the huge container freighter to the pier then the pilot gives the signal the ship has moored the tow boats can veer off the job is done hamburg is germany's largest container port in europe it's only rotor dam that handles more steel boxes the bridge drivers work at a height of about 50 meters bjorn ziemsen operates two joysticks with these he can move the crane carriage back and forth and use the spreader to lift the containers upwards of course you have to be able to control the spreader and to do this you have to be able to master driving out what we call the swing first most bridge operators need up to two years before they can do this perfectly there are operators who learn faster and those who need longer a guide on the ship constantly informs zimzin about which containers are to be moved in hamburg only part of the cargo is unloaded it's often the case that we drive for four hours on the bridge so the concentration required is of course very high the smallest mistake could cause damage in the worst case even lead to personal injury and that's why you have to be very careful when working here 98 of goods now arrive and leave the port by container the world of standardized steel boxes is largely automated and computer controlled the technical highlight in hamburg these driverless vehicles they're guided to their destination by sensors in the ground humans are no longer needed in the block storage area around 25 000 containers reach the port of hamburg every day just as many leave the port again by truck or train and there's no end in sight to the container boom block storage is completely controlled by computers we have a big piece of software for it it calculates everything every position of the containers is pre-programmed the containers are then removed or put into storage when they're moved out to the water side of the ships they're pre-programmed and put onto the agvs the agv are programmed to go directly to the container bridge the kyoto express is now taking new containers on board the central computer controls the delivery of the steel crates so that the containers that are to be unloaded in the next port are the last ones to be stored on board but suddenly the loading stops there's an unexpected problem on bjorn ziemsen's steering bridge bent i think you need to sync something yeah looks like it slipped through i'll fix it we have a technical problem in that we have a bridge with two crane carriages we hand over the container with the main carriage then the portal carriage picks up the container and takes it to the back of the agv area this is the main carriage and this is the portal carriage which just slipped through so because the system doesn't know exactly where it is right now which could lead to a collision within this area i got locked out the bridge supervisor has now synchronized the carriage again and put it in position the sensors recognize everything again and now we can carry on working normally we're in constant contact with supervisors with the control center with lashing foreman so the whole workflow gets perfected the bridge operator's job is very complex and there isn't a computer yet that could replace him the best part of this job well definitely looking to the east here in the morning after a night shift and then weather permitting we get to see a really great sunrise we have the river elbow right in front of us and see the ships passing each other it's really a great place to work heavy cargo is still being loaded at the southwest terminal loading supervisor toston klot has been around long enough to immediately spot when his boys are making mistakes nope no stop what you're doing so normally with many pieces of cargo there are certain lashing points there are none here i have to find some where i can latch on and fasten things for example at the front of the chassis nothing can happen there now but if i don't have any it's going to be a bit difficult isn't it on board second stevedore gordon wallace is not satisfied either his men cannot find enough points to secure the cargo safely in the ship's hold transept after edge on the wall markers one two three four do that you can put the tractor there then you have to move the crate again so the tracker so with the tractor you have to see where the lashing points are so that you can lash it properly with the shafts normally we put them lengthwise which is more stable then you pull them towards the wall but there are no lashing points i can't lash them i put them free ship because here on the aft edge i actually have flashing points that can be used to secure things properly that's my lashes they ding a festival in the hold miguel leads the command born in portugal he's an experienced stevedore he shows the younger employees how to properly lash the heavy cargo mrps one chain is suitable for 10 metric tons 10 lugs mean 20 metric tons when the chain is new when the cat annoys sometimes the chains break resulting in bad accidents the tractors have to be re-parked now they're in the right place here miguel can lash the vehicles firmly an individual solution must be found for each piece of general cargo that makes the job demanding and exhausting after eight hours of hard work the end of the shift is finally in sight this is what we call punishment for the lashes more tonnage means more work and more lashing that's punishing work but people do it with humor it's all right isn't it no more than that show now the work of the stevedores does not fit into a standardized steel box but modern technology has made the men almost superfluous their numbers are decreasing every year high tech inexorably replaces manpower the port of hamburg is a good 100 kilometers from the north sea however it's still considered a seaport because large container ships take advantage of the flood tides and can pass through the shipping channel with a draft of up to 15 meters for the tugs this means that their operations depend on the water level during low tide the bracca's crew can moor in the port but the crew must always stay close to their ship in case they're needed timo mulla and his men stay on board for seven days at a time then they have seven days off each crew member has his own cabin and shower on thursdays we start at 11 really in the tightest space in winter you can't get out because it's so cold and we're here for a week our families and children are waiting for us at home so you hope you can get home quickly and most of all safe and sound in the belly of the ship sit the two diesel engines that mario schmidt felt checks every day with almost 5 600 horsepower they drive two propellers which are mounted under the hull and can be turned 360 degrees this makes the tow boat extremely maneuverable this is a caterpillar engine 16 cylinders arranged in a v-shape around 2100 kilowatts which equals just about 2850 horsepower that goes to the back to the propeller it's relatively powerful for such a small tugboat the ships get bigger you need more powerful tanks this is partly wanted or stipulated by the port in an emergency the tow boat must be ready for operation within five minutes so timo milla usually leaves his ship only to talk to the dispatcher about upcoming assignments delays are common as ships often have to wait at the mouth of the river many assignments are decided on short notice in bad weather shipping companies like to order additional tow boats you can plan for most things but there are always unforeseeable things like terminals not being ready in time or the weather not playing along or a storm which means the big ships are not allowed to sail on the elba if the water is too low that's a problem too because some of the ships have a draft of 12 13 14 meters and this influences which side they go to or if the water is too high they can't pass under the colebron bridge for example at dusk the next mission starts another container freighter wants to enter the port yeah another container ship without containers almost 280 meters long and so empty that even the ship's propeller sticks out at the bottom this time the bracket takes over the position at the rear in an emergency the tug has to slow down the giant no problem for the little powerhouse its pulling power is enormous the bracket can pull 40 tons of bollard pull deckhand kruger has the most dangerous job you make sure that when they throw out everything from above and we're almost directly underneath that we don't get the lines on our heads or hurt ourselves so keep your eyes on deck and watch out that nothing happens always work accident free if possible an assignment like this takes a good three hours now we've stopped the ship and are starting to turn and now let's get into position here and put the pedal to the metal again timo mulla turns the freighter until it sits parallel with the key wall the 35 year old has never felt the desire to operate a larger ship he's been a tug captain for 11 years his world is the harbor vito las cruca on the other hand used to go to sea but he signed on as a deckhand for the sake of his family well when i think back i started on a fishing trawler that was built in 45 46 and since then things have really changed they're getting bigger and bigger and the equipment ever better safety is very important now which was not the case in the past a lot has changed already the operation finishes around midnight the tugboat crew can rest they do not have to go out again tonight but now henley hertendoff and vladimir safonov have to start their shifts we get going right yeah the 52 year old is one of the few originals left called a your guide in my mind we're actually always on duty it doesn't matter if it's snowing if it's raining or if it's thunder and lightning we always set sail your guides were the names traditionally given to the port workers who transported goods across the canals with their ships then you tighten it like this um it's got to be tight because otherwise the assembly will move now it's like it's it's been welded together harry and his colleagues have moored a so-called barge to their ship they use it to transport containers general cargo or loose cargo between terminals today port bargeman vladimir safonov faces a real challenge he has to pick up a ship's propeller weighing roughly 70 tons a floating crane has been specially ordered for heavy transport although it was built back in 1946 it's still indispensable even in the container era there is still enough general cargo to be loaded are important for the port in general because not everything can be moved on roads and you can't get everywhere you have obstacles like bridges so you can't ship high flat rack container we then transport them with the barges in fact we can take more with us than a truck we can load up to 60 containers in a barge and for that you need 60 trucks that has to do mate that's enough now you can go back and forth watch out it doesn't slip okay we're going to put rubber mats there now so that it can't slip away if the barge gets lopsided if it's too much it can get slanted and eventually depending on how heavy the load is you can also tip over the propeller has a diameter of 10 meters and the barge is just a few centimeters wider the crane operator has to handle it with finesse even a small dent could make the propeller worthless from now on henry and vladimir are responsible for the precious cargo there was still five centimeters space on each side so this is a pretty tight job and with 103 metric tons if he hits it the thing is bent immediately and i'd rather not know how much a propeller like that costs no definitely not the propeller costs a good 700 000 euros and is due to set off on the long journey to china in less than three hours on a freighter the barge pushers have to step on it the coal freighter from norway docks at the bulk goods terminal this morning shift supervisor rudy enda ling is one of the few workers still needed here now i'm waiting until she's within earshot stand where it needs to go with the bridge because i'm the one who says where the ship has to go so that we can unload it optimally with our equipment and then let's hope that the guys up there understand their job and dock the ship the way i wanted to the freighter has about 13 000 tons of coal on board four sides of bridge here please the hamburg terminal is one of the largest in europe power plants and steel works are supplied from here great yeah just like i imagined to give hamburg a chance to compete against other seaports the company relies on the automation of the plant you hardly see people here anymore the bulk goods terminal is the most modern facility in the port of hamburg the computer colleague takes more and more control for plant manager hotmodbus this is a model for the future we can start when the hatch is open in automatic mode everything is occupied yeah i'm waiting for the go ahead from the stevedore and then yeah he has to clear how we proceed with the captain first and once he's given us the go ahead we'll make a start the bridges are the first worldwide to be automated this tells everyone working here in the plant that they're not manned by an operator and that they run fully automated and someone there can act in the case of a malfunction but otherwise no person is needed anymore the bridges for unloading only need to be brought into their correct position then millions of tons of coal and ore can be moved as if by magic without any bridge driver non-stop around the clock more than 10 percent of the total port turnover is handled in this section of the port and that with just over 110 employees we're capable of moving over 15 million metric tons across the key walls one third of this about six million tons is coal while nine million tons are all we supply two steel works with oil and similarly several power plants receive coal from us everything that we heave across the key walls must of course be delivered back again the port of hamburg has always served as a huge storage and transshipment hub for goods however where there are goods there are pests and luts feshna and yanduvu are here to hunt them down this here is what is known as the fruit mile where in the old days really large ships arrived loaded with loose cartons that got unloaded here and then put into storage nowadays everything only just arrives in containers and the customer orders everything just in time and gets it delivered to his warehouse the inspectors have an appointment with a logistics company it has received fresh goods from china which are to be imported into the eu it's a shipment of pomelos a citrus fruit the inspectors are supposed to ensure that the sensitive fruit is not infested with the fungus this could be a dangerous threat to citrus growing areas in europe yeah very nice that's good from china let's check them yeah good and here comes our panic stack here yet so now we're looking for insects and pests on the fruit that are not indigenous to the eu that could cause damage economic damage the inspectors take random samples some fruit goes to the laboratory for further analysis in the past lutz feshna has even been sent to produce growing countries to check goods before they were shipped to germany of course we know the countries where diseases occur what diseases can be found in the fruit and what symptoms we're looking for there are bacteriological diseases viruses fungi and you'd be able to spot some of them just by looking at the skin fungi and pests make the fruit unsightly an infestation like that could be spotted immediately the inspectors could then prohibit the import these are pips this is nothing yeah you're right of course the customer has a number of options to choose from he can either send the goods back to the company that sent them to him or he can have the goods destroyed here or you can sell them to any country that has different regulations where this disease is not warranting any quarantine this possibility also exists in which case the container needs to be re-exported these storerooms are filled with pure indulgence three and a half tons of premium cocoa worth 15 million euros the master of this sweet treasure is ralph gassner coco consists of around 50 fat the so-called cocoa butter the differences lie in the aroma premium cocoas have a very strong aroma very chocolatey whereas the normal consumer cocoas from west africa are actually used for mass chocolate that is for whole milk varieties at first of course we look at the initial impression and see if there are any foreign smells after which we make a cutting test means that beans are sliced to determine on a percentage basis whether there is pest infestation inside and whether beans are moldy from the inside or whether they have not fermented properly sweet temptation brings dangerous pests into the country another job for lutzfeshna and yanduvu using a flashlight they take a close look at the valuable cargo they search for so-called quarantine pests let's take some samples you can just poke them like this these are burlap sacks when i'm finished i can close them again to some extent so that nothing comes out when i started 25 years ago with the plant health inspection service i saw what kind of caterpillars people in the sheds usually refer to them as maggots because they're so small but they're from moths the larvae from moths and there were so many and it looked so disgusting that i started to stop eating chocolate right away but that didn't last long as you can see pests do not only contaminate the cargo in the worst case they can even destroy the cocoa yeah so here we found a live larva from a moth [Music] we have to do a little bit of resuscitation now well the fumigation is always a bit tricky especially in winter when the heating is not done properly or the eggs those are always a bit hard to get this has of course improved dramatically over the last years the last decades also in the countries of origin therefore we find way fewer as 30 or 35 years ago the larva and the samples are sent to the laboratory for further examination after which the inspectors will decide whether or not the cocoa must be treated on one of the side branches of the elbe the port skippers are on their way to the shipping terminal with their massive load the freighter that is supposed to take the propeller to china is already waiting but first the men have to pass a bottleneck although it's a lift bridge it will not be raised especially for the small barge rather the captain will have to keep his head down four meter 70 is the maximum clearance height no problem for barge captains henry hertendoth and vladimir safonov the times of the old longshoremen are almost gone henley is one of the last of his guild he still learned the job as a your guide from scratch there are no more you were guides there's no more training used to be a lot of work done by hand and all that stuff and today it's hardly like that anymore because everything is in containers only two percent of the goods are not transported by container like this propeller the captain of the richmond soul lowers the holding ropes by board crane and pushes for speed boss just pull the loops under right yeah of course simply pull it under three men three corners and it's not all right boss the ship has been given a fixed time window for its departure let's go yeah as you can see we fastened the propeller with these straps we have to make sure that the straps all fit perfectly that they won't touch any sharp edges and we'll need to pay attention when he lifts it to keep distance and watch what happens everything now depends on the crane operator the massive propeller weighing several tons must not touch the side of the ship vladimir has fulfilled his mission the propeller is safely on board now he can go and clean up with henry hold on old man i'm coming pass down another rope for henry the operation was too hectic so we didn't expect that it would go that fast normally it takes a long time they prepare everything first and then at the end the thingamajig comes along it all worked out beautifully today for the next job the barge is no longer needed the men moored at the key general cargo will be loaded here tomorrow this assignment lasted over four hours now the push boat is turning and going back to the container terminal the rickmas sole is also setting off for china henry and vladimir have time for a breakfast break while the ewer guide is an old timer 28 year old vladimir is still a youngster he has only been working at the port for four years well in the port there's a bit more banter than elsewhere occasionally you're called an idiot but here nobody takes it seriously really our you name that's kind of yeah in one ear out the other finished let's just pour gibberish hey fatso that's now standard terry here's your thank you sugar's there okay yeah hang on here's a spoon it's like it used to be that if you worked with a colleague and you didn't feel well well then you'd pick up the slack for him the romantic port life of yesteryears hardly exists anymore more and more the computer as colleague determines the work rhythm at hanza port coal and awards are now loaded fully automated from ocean-going vessel via storage to freight trains plant manager hotmodbus is proud of his facility these are also known as combination devices because they work in combination currently they're in reloading mode you can tell from the rotating bucket wheels pellets are transported to the belt once we bring the material from the ship to the warehouse the bucket wheel stops and the belt system takes the material to the warehouse in the control center of the high-tech facility two employees are sufficient to monitor the loading terminals and combination units they only intervene when something goes wrong otherwise the computer uses a 3d scanner to calculate the correct position of the gripper arm in the hatch accurate to the centimeter how many hatches we actually wanted to get something out of and on the scale after stuff was like three and seven three and seven then three stays and you throw two back out on hatch seven we have four thousand metric tons it needs to do if i look at it now it's 10 30 a.m that it should be done by 2pm sure let's see because with the high tide it'll be moving over to morborg time is money at the port of hamburg the computer manages to unload the coal freighter in less than five hours we now have a work station for automatic bridge operation this is completely new the levers are placed the way they are in the operator's cab but these are only meant for emergencies in case of a malfunction you can intervene manually let's say a gripper that has perhaps twisted you can raise it up again here and then press a button and then the automatic operation continues one gripper can unload up to 1500 tons per hour the norwegian coal freighter is currently using two unloading bridges they have to be repositioned again and again depending on which loading hatch is currently handled a job for huri and aling so then i'll be on site so we can switch hatches hatch seven the shift supervisor maintains contact with the control station and gives instructions man i'm here we can continue stop stop place the stake here please now we position the stake this is the range how far it is allowed to drive up and there's still the safety area away from the ship's movement in case a bigger ship passes somewhere if the ship can move and if you're too close to it just in this moment then there could be a collision so far knock on wood that has not happened the coal is transported to the stockpiles via 10 kilometer long conveyor belts now i'm driving down the stretch where the material runs along the road belts and i'm going to make a visual and acoustic check to see if everything is in order and see if there's any material falling off somewhere near the other bridges that are not in use because we have too much weight on the belt or something like that you can hear that but from the sound i can tell that it is a rubber abrasion from the rollers which doesn't harm the belt that will have to be fixed soon but it's not urgent millions of tons of coal and ores are stored in the port area when a new cargo arrives the buyers send their inspectors they will inspect the goods rudi endarling visits the quality inspector works for a dutch company he travels all over europe when a ship load arrives he travels there and checks the quality he takes random samples that are later examined in the laboratory workers from hamburg used to do this job but the dutchman is cheaper globalization has long since become part of everyday life in the port as well coal stockpiles run the risk of catching fire therefore the inspector regularly checks the temperature we just check if there's no iron in it because of magnets or plastic or wood it's just a visual inspection what we do control over hansa port is the port's future man is replaced by the computer the port area covers more than seven hectares countless companies have settled here the inspectors for plant health control are at a granite dealer in the afternoon we have to go to the front the new one there with the red tape the one with the red strapping right first we look at the stamps which are important in terms of the country code and that they're treated this could be an mb which stands for methyl bromide a fumigation these are now heat treated we're talking about the asian hardwood beetle which looks like this and is also difficult to control if it's found we had that in bavaria in fed cursion where the whole forest was cleared the grove and shredded to under one centimeters so that the big critters are gone then everything's burned and the trees along the access roads cut down that could lead to tremendous economic damage knows the hiding places of the asian longhorn beetle so this could be a borehole but since you can't get any further here and there are no chips that would come loose and get stuck in the borehole this is simply another type of damage and not a borehole the inspectors returned to the laboratory here they continue their detective work so here we have our samples that we just took now in the cocoa warehouse they are now being sifted to see if there's anything more to be found in the sample with coco in particular the inspectors only see whether there are any pests between the beans after sieving it's estimated that 20 percent of annual cocoa cultivation falls victim to harmful fungi insects and viruses this is particularly true for premium cocoa varieties that are especially vulnerable the insects are reversed to light and have an escape reflex they try to escape immediately like here for example we have a beetle that is trying to escape right now the bugs are also very small and their color and shape are almost unnoticeable you really need a trained eye to find these things the cargo of cocoa appears to be infested with pests the inspectors have to decide whether they agree to the resale to other eu countries if we have a longhorn beetle larva in there for example it's the same as if i have a big tree that is hollowed out from the inside it dies off at some point so what do we do now well we've cooled first and say we have infestation and there's no phyto-sanitary certificate let's see what they come back with yeah it's either a case of substitution or fumigation or fumigation yeah the situation looks better for the citrus fruits i think so unlike the cocoa where we have an infestation which is an export this is an import and they now get a release from us for customers that the goods can be imported into the eu meanwhile shipping traffic is jammed at the container terminal a large container freighter wants to dock its sister ship is getting ready to leave we got one of them the little one goes away all canned goods there the kyoto express leaves the port after more than 36 hours that looks good i'd say but i would never go on a ship like that because first of all they don't have any more birthing times it used to be that they were on the kai for three weeks and today they moor there for two days and then they set sail again you only see water nah that's not for me the ocean liner of course has right-of-way the barge captains must let him pass and only then can they moor their barge she has loaded crates that are to be unloaded immediately to do this the barge has to be moved to the right berth henry hertendoff can't relate to the world of containers but he has respect for the art of bridge operators it's got to lie perfectly on the fender here i'd say it's about 60 meters where he's sitting up there and then he's got to hit a small hole like this down here with a spreader that's no easy feat i'd say there's a lot of know-how in that the barge gets unloaded within a few minutes but it will remain at the pier until the next day when it will receive new cargo for the young harbor skipper and the experienced viewer guide it's end of shift for the day the old tugboat built in 1909 takes them back to the piers i don't like being at home either i'd love to work in the water all the time and as i said that's the way it is it's in the blood either you do it or you leave it alone men like henry are the exception but they still exist if you want to you can still find the old harbor within the modern digital harbor the one of general cargo handshakes and the longing for far away places

Channel: WELT Documentary

Views: 401,064

Rating: 4.8820343 out of 5

Keywords: full documentary, full documentaries, hd documentary, hd documentaries, free documentary, welt documentary, welt documentaries, full length documentaries, documentary film, top documentaries, reports, factual film, hamburg, port of hamburg, port, harbour, ship, ships, germany, seaport, Container Ship, delete freight

Id: WIlTa50rhvI

Length: 49min 44sec (2984 seconds)

Published: Sun Apr 18 2021