All language subtitles for Impossible Engineering s03e02 Panama Canal Overhaul.eng

Narrator: TODAY,
ON "IMPOSSIBLE ENGINEERING",

THE PANAMA CANAL EXPANSION,

ONE OF THE LARGEST
INFRASTRUCTURE PROJECTS

IN THE WORLD.

THIS IS ONE OF THE BIGGEST
PROJECTS EVER MADE.

IT IS A BIG CHALLENGE,
BUT THAT'S WHAT WE PILOTS LIKE.

WE LIKE CHALLENGE.

Narrator: THIS EXPANSION TAKES
ENGINEERING TO NEW HEIGHTS.

THE GATES ARE ENORMOUS.

THE GATES ARE LIKE
AN 11-STORY BUILDING.

Narrator: RELYING ON PIONEERING
INNOVATIONS OF THE PAST...

Sheehy:
IT FEELS MORE LIKE A CATHEDRAL THAN A FUNCTIONAL STRUCTURE.

Narrator: ...IT TOOK
REVOLUTIONARY ENGINEERING

TO MAKE THE IMPOSSIBLE POSSIBLE.

PANAMA.

FOR MORE THAN 100 YEARS,
THE PANAMA CANAL

HAS PROVIDED
A VITAL SHIPPING LINK

BETWEEN THE PACIFIC
AND ATLANTIC OCEANS.

BUT BY 2006,

ENGINEER LUIS FERREIRA
AND HIS COLLEAGUES

FIND THEMSELVES
IN A MASSIVE PREDICAMENT.

Ferreira: THE PROBLEM
WITH THE ORIGINAL PANAMA CANAL

IS THAT THE SHIPS ARE GROWING,

AND THE SHIP CANNOT FIT
THROUGH THE EXISTING CANAL.

Narrator:
SINCE THE ORIGINAL PANAMA CANAL

WAS COMPLETED IN 1914,

SHIPS HAVE INCREASED AROUND
THREE TIMES IN SIZE.

MANY ARE SO IMMENSE,

THEY SIMPLY CANNOT SQUEEZE
THROUGH THE ORIGINAL CANAL,

FORCING THESE BIG SHIPS
ON A COSTLY TWO-WEEK DETOUR

AROUND SOUTH AMERICA,

WASTING A MILLION
EXTRA GALLONS OF FUEL.

WE NEED A BIGGER CANAL.

Narrator: THE SOLUTION?

AN ENGINEERING PROJECT
OF EPIC PROPORTIONS --

THE PANAMA CANAL
EXPANSION PROJECT,

ONE OF THE BIGGEST
INFRASTRUCTURE PROJECTS

IN THE WORLD.

THIS MASSIVE CONSTRUCTION

INCLUDES SIX NEW LOCK FLIGHTS,

EACH ONE SPANNING THE LENGTH
OF FOUR SOCCER FIELDS.

THE GATES SEPARATING
EACH CHAMBER

REACH THE HEIGHTS
OF AN 11-STORY BUILDING.

TO MAKE WAY FOR THEM,

A STAGGERING 5.3 BILLION
CUBIC FEET OF EARTH

MUST BE DREDGED.

A WHOPPING 155 MILLION
CUBIC FEET OF CONCRETE

ENCASE OVER 215,000 TONS

OF STRUCTURAL STEEL.

THE RESULT
IS A 48-MILE-LONG CANAL

THAT CAN FINALLY ACCOMMODATE

SOME OF THE LARGEST SHIPS
IN THE WORLD.

BUT BUILDING IT IS NO EASY FEAT.

WE HAVE BIG CHALLENGE HERE.

YOU HAVE TO UNDERSTAND,
THE CANAL

HAS TO GO OVER MOUNTAINS
IN ORDER TO DO THIS.

Narrator: FOR CHIEF ENGINEER
ILYA DE MAROTTA,

EXPANDING THIS ICONIC CANAL
IS A TALL ORDER.

THE PANAMA CANAL IS A CANAL

THAT MOVES SHIPS
FROM ONE OCEAN TO THE OTHER ONE,

PACIFIC-ATLANTIC
OR ATLANTIC TO PACIFIC,

THROUGH A MOUNTAIN RANGE,

SO YOU HAVE TO PUT A SHIP
THROUGH THE MOUNTAINS.

SO WHAT DO WE DO?

Narrator:
OVERCOMING THIS MASSIVE OBSTACLE

WOULD BE IMPOSSIBLE

WITHOUT THE GREAT INNOVATORS
FROM THE PAST.

ENGINEER DR. RHYS MORGAN
IS EXPLORING

THE LOIRE VALLEY IN FRANCE

TO EXAMINE AN INNOVATION

THAT CHANGED WATER
TRANSPORTATION FOREVER.

Morgan: AT THE START
OF THE 17th CENTURY,

KING HENRY IV OF FRANCE
HAD TO REBUILD A COUNTRY

THAT WAS RAVAGED
BY DECADES OF RELIGIOUS WARS.

Narrator: FACING WIDESPREAD
FOOD SHORTAGES,

THE KING WANTED TO CONNECT
THE NORTH WITH THE SOUTH

AND BUILD A CANAL TO LINK
THE LOIRE AND THE SEINE.

BUT BETWEEN THE TWO RIVERS,

A RIDGE RISES UP 130 FEET,

MAKING THE LINK
SEEMINGLY IMPOSSIBLE.

TO MAKE BOATS SAIL UPHILL,

31-YEAR-OLD HYDRAULICS
ENGINEER HUGUES COSNIER

DEVELOPED AN INGENIOUS SOLUTION.

Morgan: HERE IN THE VILLAGE
OF ROGNY-LES-SEPT-éCLUSES

IS THE MOST
EXTRAORDINARY EXAMPLE

OF WHAT COSNIER ACHIEVED.

IT'S A STAIRCASE LOCK,

THE FIRST OF ITS KIND IN EUROPE.

SEVEN INTERCONNECTED CHAMBERS
ENABLE THE BOATS

TO RISE UP
THE STEEP TERRAIN.

IT'S A WONDERFUL
AND BEAUTIFUL EXAMPLE

OF ENGINEERING.

Narrator: TO TRAVERSE THE SLOPE,
COSNIER'S STAIRCASE

USED A SEQUENCE OF LOCK CHAMBERS

TO LIFT BOATS 10 FEET AT A TIME.

Morgan: WELL, PRIOR TO THIS,
THERE WAS A METHOD

OF DOING THIS
CALLED A FLASH LOCK

WHICH INVOLVED A SINGLE STEP

FROM THE LOWER LEVEL
TO THE HIGHER LEVEL,

BUT IT WAS VERY DANGEROUS.

AS SOON AS THE GATE WAS REMOVED,

THERE WOULD BE
A TORRENT OF WATER,

AND THE BOAT HAD TO BE
PULLED UP THROUGH IT

AND THEN THE GATE
CLOSED BEHIND IT QUICKLY.

YOU CAN SEE
THE OBVIOUS DANGERS IN THIS,

AND THE BOAT COULD GET DAMAGED.
THE GOODS WOULD BE DAMAGED.

IT WAS JUST A TERRIBLE WAY

TO LIFT THE BOAT
OVER THE TERRAIN.

COSNIER'S INGENIOUS IDEA WAS
TO INTRODUCE A SECOND GATE...

...SO THAT THERE WOULD BE
A SERIES OF ISOLATED CHAMBERS

IN WHICH THE WATER LEVELS
COULD BE EQUALIZED

AND ADJUSTED AS APPROPRIATE.

THE BOAT WOULD COME IN
FROM THE LOWER LEVEL,

AND THE GATE WOULD BE
CLOSED BEHIND IT,

SEALING IT INTO THE CHAMBER.

THE NEXT STAGE WAS TO SLOWLY
BRING IN THE WATER...

...UNTIL THEY WILL
NATURALLY EQUALIZE.

NOW THE DOOR COULD
BE EASILY OPENED

WITHOUT ANY WATER
FLUSHING THROUGH,

AND THE BOAT COULD
SAFELY TRAVEL THROUGH.

Narrator: BY USING A TOTAL
OF 36 LOCK CHAMBERS,

COSNIER SURMOUNTED
THE 130-FOOT-HIGH WATERSHED

AND MADE THE ENTIRE
CANAL SYSTEM POSSIBLE.

IT MUST HAVE BEEN SUCH A SIGHT,

A TRULY PIONEERING FEAT
OF ENGINEERING.

Narrator: TO BUILD THE PANAMA
CANAL OVER THE MOUNTAINS,

ENGINEERS SUPER-SIZE
HUGUES COSNIER'S LOCK STAIRCASE

ON AN EPIC SCALE.

WORKERS CONSTRUCT A TOTAL
OF SIX GIANT CHAMBERS,

THREE ON EACH SIDE OF THE CANAL,

REQUIRING A STUNNING 120 MILLION
CUBIC FEET OF CONCRETE.

Marotta: BUILDING THE NEW LOCKS
HAD A LOT OF GREAT

TECHNOLOGICAL CHALLENGES.

NEEDLESS TO SAY,
THE STRUCTURES ARE MASSIVE,

UNIQUE DESIGNS.

WE HAVE THREE CHAMBERS.

EACH RAISES THE VESSEL 9 METERS.

SO THE VESSEL GOES
27 METERS HIGH

THROUGH AN ARTIFICIAL LAKE,

AND IT GOES DOWN THE SAME
THREE STEPS DOWN THE OTHER SIDE.

Narrator: BUT GETTING SHIPS
THROUGH THE MOUNTAINS

IS ONLY HALF THE BATTLE.

THE NEW LOCKS REQUIRE
MORE THAN 20,000 WORKERS

EXCAVATING WELL OVER
2 BILLION CUBIC FEET

OF ROCK AND EARTH.

THAT'S 2.6 MILLION
DUMP-TRUCK LOADS.

Marotta: THERE'S A LOT OF
EXCAVATION THAT HAD TO BE DONE.

IT'S A LOT OF EARTH MOVING.

AND NOT ONLY WAS
THE EARTH MOVING,

BUT THE GEOLOGY OF THE AREA,

BECAUSE YOU'RE GOING FROM
SEA LEVEL UP TO THE MOUNTAINS.

Narrator: HOWEVER, CONTRACTS
MANAGER JORGE DE LA GUARDIA

MUST MODIFY THE LANDSCAPE
NOT ONLY ABOVE THE WATER,

BUT ALSO BELOW THE WATER.

De la Guardia: WE ARE LOOKING,
HERE, AT THE APPROACH CHANNEL.

DEEPENING AND WIDENING
THE CHANNELS FOR NAVIGATION

PRESENTED QUITE
A BIG ENGINEERING CHALLENGE,

'CAUSE YOU HAVE VERY HARD ROCK,

AND THERE ARE AREAS
WHERE YOU JUST HAVE,

LIKE, A MUDDY SURFACE.

SO THAT WAS THE BIG
CHALLENGE THAT WE HAD.

Narrator: TO DIG THIS DEEP,

ENGINEERS MUST RELY ON...

THE D'ARTAGNAN,

ONE OF THE WORLD'S BIGGEST
CUTTER SUCTION DREDGERS.

AND AT THE PACIFIC SIDE
OF THE CANAL,

THIS MACHINE FACES
ONE TOUGH PROBLEM --

ROCK-SOLID BEDROCK.

WE HAD TO PREPARE THE
NAVIGATIONAL CHANNELS FOR SHIPS

THAT ARE BIGGER AND ARE DEEPER.

Narrator: TO CUT OUT THIS
ROADBLOCK, D'ARTAGNAN USES

A COMPUTER-CONTROLLED
ROTATING CUTTER TOOL

LIKE THOSE EMPLOYED
ON TUNNEL-BORING MACHINES.

THIS ENORMOUS CUTTER SMASHES

THE BEDROCK TO SMITHEREENS.

THEN THE D'ARTAGNAN
SUCKS UP THE DETRITUS

WITH A GIANT PUMP.

BUT THE DREDGING AND EXCAVATION

PRODUCE HUGE AMOUNTS
OF WASTE MATERIAL,

CREATING A SEEMINGLY
IMPOSSIBLE PROBLEM.

De la Guardia:
WE NEEDED A PLACE TO DEPOSIT

THE MATERIAL
THAT WE WERE EXCAVATING,

BUT TO FIND AREAS
WHERE WE COULD,

YOU KNOW, DEPOSIT 50, 60 MILLION
CUBIC METERS OF MATERIAL

IS NOT AN EASY THING.

Narrator:
COMPOUNDING THIS PROBLEM IS AN ALTOGETHER UNUSUAL ONE.

THE ADJACENT WASTELANDS
ARE DEADLY.

THIS WAS A CONTAMINATED AREA.

THIS WAS NOT A PLACE
WHERE YOU COULD WALK OR USE IT,

BECAUSE IT WAS WITH
UNEXPLODED ORDINANCE.

Narrator: THIS FORMER
U.S. ARMY FIRING RANGE

IS LITTERED
WITH LIVE AMMUNITION.

TO DISPOSE OF THE 2.1 BILLION
CUBIC FEET OF EARTH

ON THESE TREACHEROUS LANDS,

THE ENGINEERS MUST DRAW ON ONE
OF HISTORY'S GREAT INNOVATIONS.

Narrator: THE PANAMA CANAL
EXPANSION PROJECT --

SPANNING 48 MILES,
IT'S ONE OF THE BIGGEST

INFRASTRUCTURE PROJECTS
IN THE WORLD.

BUT DISPOSING OF THE IMMENSE
QUANTITIES OF BEDROCK

IN THE NEARBY WASTELANDS
IS A DEADLY PROSPECT.

THIS WAS A CONTAMINATED AREA.

THIS WAS NOT A PLACE
WHERE YOU COULD WALK OR USE IT,

BECAUSE IT WAS WITH
UNEXPLODED ORDINANCE.

Narrator: TO DISCARD 2.1 BILLION
CUBIC FEET OF EARTH

IN AN AREA FILLED
WITH LIVE AMMUNITION,

ENGINEERS MUST TURN TO THE PAST.

PHYSICIST ANDREW STEELE IS
AT THE SOUTH COAST OF ENGLAND.

IN THE 1940S, THESE BEACHES

WERE HEAVILY FORTIFIED

AGAINST INVASION FROM THE NAZIS.

Steele:
WHEN YOU'VE GOT A LANDSCAPE

THAT'S LITTERED
WITH UNEXPLODED ROUNDS,

THERE'S ALWAYS THE RISK
THAT SOMEONE'S GONNA SET

ONE OF THEM OFF, AND PEOPLE
ARE GOING TO GET KILLED.

AND ARMIES HAVE TAKEN THIS

AND USED IT ON PURPOSE
TO CREATE A WEAPON

THAT CAN PROVIDE
AN UNMANNED LINE OF DEFENSE --

THE LAND MINE.

Narrator:
REPRESENTING A LAND MINE,

THIS WEIGHT DEMONSTRATES
THE PROBLEM THEY PRESENT

WHEN BURIED.

Steele: IT'S LITERALLY
CHILD'S PLAY TO DIG A HOLE...

[ GRUNTS ]
...SHOVE A MINE UNDERNEATH IT,

AND THEN COVER IT ALL IN SAND.

AND NOW, IT'S PRETTY HARD

TO TELL THERE'S
ANYTHING THERE AT ALL.

Narrator: DURING WORLD WAR II,

THE GERMANS ALSO USED LAND MINES

AGAINST THE ALLIES,

NOTABLY IN THE DESERTS
OF THE AFRICAN FRONT.

TO HELP THE ALLIES,
JOZEF KOSACKI,

A POLISH ARMY ENGINEER
WHO'D ESCAPED TO BRITAIN,

DEVISED A CLEVER SOLUTION.

THIS IS WHAT HE DEVELOPED.

THIS IS ACTUALLY A SLIGHTLY
MORE MODERN VERSION

OF KOSACKI'S DEVICE,
AND IT USES THE PRINCIPLES

OF ELECTROMAGNETISM
AND RESONANCE

TO DETECT HIDDEN METAL OBJECTS.

EVERYTHING HAS A FREQUENCY
IN WHICH IT LIKES TO VIBRATE,

LIKE A BELL.

[ BELL RINGS ]

JUST LIKE
HITTING A SOLID OBJECT,

THE ELECTRICAL CURRENT
IN A COIL OF WIRE

WILL FLUCTUATE
AT A PARTICULAR FREQUENCY.

[ HUMMING ]

IT CAN ALSO INDUCE A CURRENT
IN A COIL CLOSE TO IT.

IF THE COILS HAVE
THE SAME NATURAL FREQUENCY,

THE CURRENT IN THE SECOND COIL

WILL GET AMPLIFIED OR RESONATE,

GETTING LOUDER AND LOUDER.

[ HUMMING ]

WHAT JOZEF KOSACKI DEVELOPED
WAS A PORTABLE WAY

OF USING THESE PRINCIPLES
TO DETECT METAL.

SO, WHAT WE'VE GOT HERE
ARE OUR TWO COILS

WHICH WE'RE GOING TO BE USING,
OBVIOUSLY, TO DETECT THE METAL.

WE'VE ALSO GOT AN AMPLIFIER

AND, SO WE CAN HEAR
WHAT'S GOING ON,

WE GOT A SPEAKER, AS WELL.

SO LET'S PLUG THIS THING
TOGETHER AND SEE HOW IT WORKS.

SO, RED INTO RED,

AND BLUE INTO BLUE.

AND WHAT THAT MEANS
IS WE'VE SET UP THE CONDITIONS

FOR A FEEDBACK CIRCUIT.

WE'VE GOT THE INPUT
OF THE AMPLIFIER

BEING POWERED
BY ONE OF THE COILS,

WHICH THEN GOES OUT
AGAIN AMPLIFIED

AND POWERS THE SECOND COIL.

AND THAT MEANS THAT
IF THERE'S ENOUGH CONNECTION

BETWEEN THOSE TWO COILS,

WE'VE GOT THE POTENTIAL
FOR THE SAME SIGNAL TO GO 'ROUND

AND 'ROUND AND 'ROUND IN A LOOP
AND GET LOUDER AND LOUDER,

JUST LIKE WHAT HAPPENS IF YOU
TAKE A MICROPHONE TOO CLOSE

TO A SET OF SPEAKERS.

[ QUIET HUMMING ]

SO NOW WE'RE GOING TO GO OUT
AND HAVE A LOOK FOR THAT MINE.

THAT LOW BACKGROUND HUM YOU
CAN HEAR IS 'CAUSE THOSE COILS,

THEY'RE JUST
CLOSE ENOUGH TOGETHER

THAT THEY'RE ALMOST
ON THE POINT OF FEEDING BACK.

AND ALL IT TAKES IS THE PRESENCE
OF A LITTLE BIT OF METAL

JUST TO INCREASE THE COUPLING
BETWEEN THOSE TWO COILS,

AND THEN WE'LL SEE

IF WE CAN FIND THAT MINE I LAID.

[ FEEDBACK ]
OH, THERE WE GO.

AND THEN, THERE WE GO,
DEAD EASY.

WE FOUND THAT FAKE MINE
THAT WE PLANTED EARLIER.

Narrator:
JOZEF KOSACKI INVENTED THE FIRST

PRACTICAL, PORTABLE
METAL DETECTOR.

IN 1942, KOSACKI'S MINE DETECTOR
WAS PUT INTO PRODUCTION,

AND IN THE AUTUMN OF THAT YEAR,

500 OF THEM
WERE SECRETLY SHIPPED

TO ALLIED FORCES NEAR CAIRO.

FIRE!

Narrator: AT THE LEGENDARY
BATTLE OF EL ALAMEIN,

BRITISH ENGINEERS
USED THESE DETECTORS

TO CLEAR A PATH
THROUGH THE GERMAN MINEFIELDS,

ULTIMATELY LEADING THE ALLIES
TO A DECISIVE VICTORY.

AND THIS,
THE DEVICE HE INVENTED,

WAS SO SUCCESSFUL
THAT VERSIONS OF HIS DETECTOR,

FIRST USED IN WORLD WAR II,

HAVE BEEN USED
FOR CLEARING MINEFIELDS

AND DETECTING UNEXPLODED BOMBS
AND SHELLS EVER SINCE.

Narrator: THE PANAMA CANAL
EXPANSION PROJECT UTILIZES

THE MODERN-DAY EQUIVALENTS
OF KOSACKI'S DETECTOR

TO CLEAR
THE UNEXPLODED WEAPONRY.

[ DEVICES WHINING ]

WE GOT COMPANIES
THAT WERE EXPERTS AT DOING THIS.

THEY WOULD ISOLATE AN AREA,
AND THEN THEY WERE GOING

VERY, VERY CAREFULLY LOCATING.

AND EVERY TIME THEY LOCATED
SOMETHING, THEY MARKED IT,

AND THEN OTHER PEOPLE
CAME OVER TO RETRIEVE THAT.

THEN THEY PILED THEM
OVER TOGETHER

AND BLEW THEM UP,
IF THEY WERE LIVE.

Narrator: IN ALL, THE TEAMS
REMOVE MORE THAN 3,000 PIECES

OF LIVE AMMUNITION
AND DESTROY THEM.

Ferreira: THAT WAS
ONE OF THE BIGGEST CHALLENGES

BECAUSE, THANK GOD,
NOBODY GOT HURT,

AND WE DIDN'T HAVE
ANY ACCIDENTS ON IT.

AND WE CLEANED 460 HECTARES
OF UNEXPLODED ORDINANCE.

Narrator: BUT CLEARING
THE SURROUNDINGS OF EXPLOSIVES

IS JUST THE START.

THE SHIP THAT CAN ENTER
THE EXISTING CANAL

CAN MOVE BETWEEN 4,000
TO 4,500 CONTAINERS.

THIS SHIP IS BRINGING
BETWEEN 12,000

TO 13,000 CONTAINERS.

Narrator:
TO BUILD FACILITIES CAPABLE

OF ACCOMMODATING SHIPS
THIS MASSIVE,

ENGINEERS MUST OVERCOME
A SERIES OF EPIC CHALLENGES...

YOU CAN EASILY HAVE
AN ACCIDENT, RUN AGROUND.

Narrator: ...AND DRAW
ON INNOVATORS FROM HISTORY...

IT'S AMAZING.
IT REALLY IS MASSIVE.

Narrator: ...TO MAKE
THE IMPOSSIBLE POSSIBLE.

Narrator: THE PANAMA CANAL
EXPANSION PROJECT --

BUILDING ON THE INNOVATIONS
OF THE ORIGINAL 1914 CANAL,

A STAGGERING 5.3 BILLION
CUBIC FEET OF EARTH

MUST BE DREDGED ON BOTH
SIDES OF THE CANAL,

PAVING THE WAY
FOR TODAY'S SUPER-SIZED SHIPS.

ENGINEERS COMPLETE
THE EPIC CONSTRUCTION

IN JUNE 2016,

AND THIS COLOSSAL CONTAINER SHIP

IS ABOUT TO PUT IT
TO THE TEST.

FOR THE FIRST TIME EVER,

THIS SHIP WILL ATTEMPT
TO PASS THROUGH THE NEW LOCKS.

[ SPEAKING SPANISH ]

HALF TO PORT, BOW THRUSTER.

THE BIG CHALLENGE
WAS TO BUILD A CANAL

SO WE COULD FIT
THIS TYPE OF SHIP.

THIS SHIP ARE GOING
INTO A LOCKS

THAT HAS 427 METERS IN LENGTH

BY 55 METERS IN WIDTH.

Narrator:
WITH JUST INCHES TO SPARE ON EITHER SIDE OF THE HULL,

CHIEF CANAL PILOT MARIO CHONG
HAS LITTLE ROOM FOR ERROR.

STOP THE THRUSTER.
HARD TO STARBOARD.

HARD TO STARBOARD.
HARD TO STARBOARD!

Chong:
IT IS A BIG CHALLENGE,

AND SO YOU DO HAVE TO BE
EXTREMELY CAREFUL.

ANY ERRATIC MOVEMENT,

YOU CAN EASILY HAVE
AN ACCIDENT, RUN AGROUND,

BECAUSE THEY'RE BIGGER.

Narrator: MARIO MUST EDGE
HIS 1,063-FOOT-LONG SHIP

THROUGH A FLIGHT
OF THREE ENORMOUS LOCKS

TO REACH THE ELEVATED
SECTION OF THE CANAL.

Chong:
HALF TO PORT, BOW THRUSTER.

HALF TO PORT. BEAUTIFUL, SIR.

WELL, RIGHT NOW,
WE ARE IN A PROCESS

OF MOVING THE SHIPS
THROUGH THE LOCKS,

THROUGH THE CHAMBER,

KEEPING THE VESSEL

IN PROPER POSITION
INSIDE THE LOCKS.

Narrator: TO REACH THE ELEVATED
SECTION OF THE CANAL,

ENGINEERS MUST GUIDE
THESE ENORMOUS SHIPS

THROUGH TWO GIGANTIC
STAIRCASE LOCKS

AT EITHER END OF THE CANAL

THAT WILL LIFT
THE SHIP NEARLY 90 FEET.

BUT AS CHIEF LOCKS
DESIGN ENGINEER CHERYL GEORGE

DISCOVERS, SIMPLY SUPER-SIZING
EXISTING DESIGNS ISN'T ENOUGH.

ALTHOUGH WE HAVE LOCKS AROUND
THE WORLD THAT ARE WIDER,

WE DO NOT HAVE ANY
THAT ARE WIDER, LONGER,

AND DEEPER AND, IN ADDITION,

THAT HAVE THE THREE STEPS.

THE BIGGEST CHALLENGE
THAT WE ENCOUNTERED

IN THE DECISION ON THE NEW LOCKS

WAS THE TYPE OF GATES
THAT WE WOULD USE.

Narrator: TO CREATE LOCK GATES
POWERFUL ENOUGH

TO WITHSTAND THE TREMENDOUS
PRESSURE OF WATER,

ENGINEERS MUST LOOK TO THE PAST.

MOST CANAL LOCKS USE MITER GATES

TO CREATE THE CHAMBER
FOR RAISING

-AND LOWERING BOATS.
-UP WE GO.

THE GATES HAVE THE ADVANTAGE
THAT THE UPSTREAM WATER PRESSURE

SQUEEZES THE GATES TOGETHER,

MINIMIZING ANY LEAKS

AS LONG AS THE GATES
FACE THE RIGHT DIRECTION.

BUT ONCE THE LOCKS GET WIDER,
SO DO THE GATES,

AND EVENTUALLY, THEY'RE SO BIG

THAT THEY TAKE UP
A HUGE AMOUNT OF ROOM.

AND THEY GET SO HEAVY,
THEY ARE DIFFICULT TO SUPPORT,

WHICH IS WHY ENGINEERS
HAD TO DEVELOP

OTHER WAYS TO SEAL
SUCH ENORMOUS LOCKS.

[ GASPS, GROANS ]

Narrator:
RESTORATION HISTORIAN TUIJA LIND

IS IN FINLAND
TO WITNESS THE USE

OF AN INNOVATIVE WATERTIGHT GATE

THAT CHANGED
ENGINEERING HISTORY.

Lind: WE'RE CURRENTLY
OFF THE COAST OF HELSINKI,

APPROACHING ONE OF THE LARGEST
SEA FORTRESSES IN THE WORLD.

Narrator: THE SPRAWLING CITADEL
OF SUOMENLINNA IS HOME

TO ONE OF EUROPE'S OLDEST
OPERATING DRY DOCKS.

TODAY, THE DOCK WORKERS
ARE GETTING BOATS IN AND OUT

BEFORE WINTER SETS IN.

BUT KEEPING THE WATER
OUT OF THE DRY DOCK

HINGES ON THE EFFECTIVENESS
OF THE GATES.

Lind:
TRADITIONAL DOCK GATES SWING OPEN LIKE LARGE DOUBLE DOORS

BUT WERE DIFFICULT TO MAINTAIN

AND PUT STRAIN ON
THE INFRASTRUCTURE OF THE DOCK.

WORSE STILL, SOME DOCKS USED
TEMPORARY GATES

MADE OUT OF WOOD AND MUD
THAT HAD TO BE DESTROYED

EVERY TIME THE LOCK
NEEDED RE-FLOODING.

Narrator:
TO RESOLVE THIS PROBLEM,

BRITISH NAVAL ARCHITECT
SAMUEL BENTHAM

CAME UP WITH
A REVOLUTIONARY IDEA

IN 1796,

AN EXAMPLE OF WHICH
STILL STANDS HERE TODAY.

Lind: IT'S AMAZING.

IT REALLY IS MASSIVE.

Narrator:
CALLED A SHIP CAISSON,

THIS GROUNDBREAKING LOCK
WOULD REVOLUTIONIZE

CANAL LOCKS ACROSS THE PLANET.

Narrator: THE PANAMA CANAL
EXPANSION PROJECT

LINKS THE PACIFIC
AND ATLANTIC OCEANS,

MAKING WAY FOR MODERN-DAY
MASSIVE CARGO SHIPS,

BUT HOLDING THE WATER BACK

AND ALLOWING THE SHIPS
TO PASS SAFELY

RELIES ON
A WATERTIGHT INNOVATION

FROM THE 18th CENTURY.

CALLED A SHIP CAISSON,

SAMUEL BENTHAM'S LOCK
IS AN INGENIOUS CROSS

BETWEEN A GATE AND A BOAT.

TODAY, WE CAN SEE
THIS 200-YEAR-OLD INVENTION

IN ACTION.

Narrator: RIGHT NOW, THE CAISSON
GATE IS FULL OF WATER.

BUT FIRST, WORKERS
MUST OPEN THE VALVES

FROM THE CANAL
TO FLOOD THE DRY DOCK.

[ Laughing ]
I'M REALLY EXCITED.

NOW THE WATER IN THE LOCK
HAS REACHED THE LEVEL

WHERE WE CAN START PUMPING
THE WATER OUT OF THE GATE,

AND THEN THE GATE
STARTS FLOATING.

Narrator:
SOON THE GATE BECOMES BUOYANT.

Lind:
NOW THE GATE IS FLOATING,

AND I THINK WE WILL
SOON RELIEVE IT

AND PUT IT ON THE OUTER DOCK.

Narrator:
DESPITE WEIGHING 90 TONS,

THE FLOATING GATE MOVES
BY HUMAN POWER ALONE.

Lind: BENTHAM'S INVENTION
IS IN ACTION,

AND IT'S AMAZING.

IT HAS REALLY
STOOD THE TEST OF TIME.

Narrator: WITH THE SHIP CAISSON
NOW SAFELY OUT OF THE WAY,

BOATS CAN ENTER AND LEAVE
THE DOCK AS NECESSARY.

Lind:
IT'S REALLY GREAT.

Narrator: THE GENIUS OF
BENTHAM'S DESIGN BECOMES CLEAR

WHEN THE FLOATING CAISSON
GOES BACK INTO THE ENTRANCE.

ONCE FLOODED, IT SETTLES
INTO A SLOT IN THE STONEWORK

AT THE BOTTOM
OF THE DOCK-MOUTH,

FORMING A WATERTIGHT SEAL.

WATER CAN THEN BE
PUMPED OUT OF THE BASIN

TO CREATE THE DRY DOCK
ONCE AGAIN.

BENTHAM'S IDEA
OF A FLOATING GATE

CHANGED THE WAY DRY DOCKS
WERE SEALED FOREVER.

Lind: THIS BRILLIANT CONCEPT
OF A FLOATING GATE

CAN BE SEEN IN CANALS

AND DOCKYARDS AROUND THE WORLD
TO THIS DAY.

Narrator: TODAY, THE PANAMA
CANAL EMPLOYS 16 NEW LOCKS,

BUT WITH A MASSIVE SPIN
ON THE FLOATABLE CAISSON GATE.

Marotta:
THE GATES ARE ENORMOUS.

THE GATES ARE LIKE
AN 11-STORY BUILDING.

Narrator: THE GATES
ALL DIFFER SLIGHTLY IN DESIGN

DEPENDING ON WHICH SET OF LOCKS
THEY ARE USED IN.

George: THE ONES AT THE LAKE
ARE ABOUT 2,500 TONS

WITH ALL OF THE MACHINERY,

AND THE SEA GATES ON THE PACIFIC

ARE ABOUT 4,400 TONS.

Narrator: TAKING BENTHAM'S
ORIGINAL SHIP CAISSON

ONE GIANT STEP FURTHER,

THESE GATES ROLL
IN AND OUT OF POSITION.

THIS CAN ONLY BE ACHIEVED
BECAUSE THEY FLOAT.

George: THE GATES ARE SUPPORTED
ON AN UPPER AND A LOWER WAGON,

BUT THE WAGONS DO NOT TAKE 100%
OF THE WEIGHT.

THE GATES ACTUALLY FLOAT,

AND ONLY ABOUT 15% OF THE WEIGHT

IS ACTUALLY CARRIED
BY THE WAGONS.

Narrator:
BUT FOR THE $5 BILLION EXPANSION

TO BE WORTH THE COST,

OPERATORS MUST KEEP TRAFFIC
MOVING SMOOTHLY.

AT 12:00,
I HAVE A DOCK AT 12:00.

WE ONLY HAVE ONE LANE.

WE CANNOT SHUT IT DOWN
FOR ANYTHING.

WE HAVE TO BE OPEN 24/7.

Narrator: HOWEVER,
SHIPPING ACCIDENTS DO HAPPEN.

SO HOW DO YOU PROTECT

A 224,000-TON
FULLY LADEN CARGO SHIP

LIKE THIS ONE FROM DISASTER?

Chong: STOP THE BACK THRUSTER,
AMIDSHIPS.

-AMIDSHIPS!
-AMIDSHIPS!

Narrator:
THIS WOULD BE IMPOSSIBLE

WITHOUT THE INNOVATORS
OF THE PAST.

Narrator: THE PANAMA CANAL
EXPANSION PROJECT --

AT A WHOPPING $5 BILLION,

THIS ENORMOUS RENOVATION
OF THE ORIGINAL CANAL

MUST MAKE WAY
FOR NEWER, BIGGER SHIPS.

BUT TO PREVENT DISASTERS
LIKE THESE,

ENGINEERS MUST LOOK TO THE PAST.

[ FOGHORN BLOWS ]

MATERIALS SCIENTIST SCOTT RAMSAY
IS IN NEW YORK CITY.

HERE, IN THE 19th CENTURY,

CONCERNS OVER THE IVORY TRADE

LED TO THE DEVELOPMENT
OF A WORLD-CHANGING MATERIAL

WHICH CAME FROM
AN UNLIKELY PLACE --

BILLIARDS.

SOME OF THE KEY PLAYERS
IN THE IVORY TRADE

WERE THE BILLIARD BALL
MANUFACTURERS.

TRAGICALLY, ONE ELEPHANT TUSK,

SUCH AS THIS ENORMOUS,
YET ACCURATELY SIZED REPLICA,

COULD ONLY BE USED
TO MAKE FOUR AT MOST

AND, MORE OFTEN THAN NOT,
A MEASLY TWO BALLS.

FACED WITH THE LOSS
OF SUCH A CRUCIAL RESOURCE

AND THE POSSIBILITY
OF GOING OUT OF BUSINESS,

ONE BILLIARD BALL MANUFACTURER,
PHELAN AND COLLENDER,

LOCATED RIGHT HERE
ON 10th AVENUE,

OFFERED A $10,000 REWARD

TO FIND AN ALTERNATIVE MATERIAL.

Narrator: IN THEIR ATTEMPTS
TO DEVELOP NEW MATERIALS

FOR BILLIARD BALLS,

ENGINEERS DEVELOPED
MANY FORMS OF PLASTIC,

INCLUDING ONE CALLED PARKESINE.

PARKESINE AND OTHER
EARLY PLASTICS

WERE A COMBINATION OF CELLULOSE,

NITRIC ACID, AND SULFURIC ACID.

WHILE IT COULD BE EASILY MOLDED
INTO A VARIETY THINGS,

THEY WERE PRONE TO CRACKING,

AND SO THEIR BROADER APPLICATION
WAS QUITE LIMITED.

Narrator: BUT UPON SEEING
THE BILLIARD BALL MANUFACTURER'S

$10,000 REWARD,
JOHN WESLEY HYATT,

A PRINTER AND INVENTOR
FROM ALBANY, NEW YORK,

TRIED USING DIFFERENT ADDITIVES

TO IMPROVE
THE NITROCELLULOSE MATERIAL.

HYATT DISCOVERED THE IMPORTANCE
OF ONE KEY INGREDIENT, CAMPHOR,

FOUND IN THE WOOD
OF A LAUREL TREE.

IF WE TAKE THIS BOWL OF PASTA

TO REPRESENT MOLECULES
OF NITROCELLULOSE,

YOU CAN SEE IN
THEIR CURRENT STATE

THEY REALLY STICK TOGETHER,

AND IT WOULDN'T MAKE
A VERY USEFUL PLASTIC.

SO WHAT WE NEED
IS A SHORT, LITTLE MOLECULE

TO GET IN BETWEEN THESE
AND FREE THEM UP

SO THEY CAN SLIDE
PAST ONE ANOTHER.

IN MODERN TERMS,
WE'D CALL THAT A PLASTICIZER,

AND IN HYATT'S DAY,
THAT WAS THE CAMPHOR.

SO IF WE TAKE THIS OLIVE OIL
TO REPRESENT THE CAMPHOR,

HYATT REALIZED
BY ADDING JUST THE RIGHT AMOUNT,

HE COULD FREE THE MOLECULES UP

AND CREATE A MOLDABLE PLASTIC.

Narrator: WITH CAMPHOR ADDED
TO THE NITROCELLULOSE,

HYATT INVENTED A UNIQUE MATERIAL

THAT COULD BE MOLDED, CUT,

SHAPED, AND POLISHED WITH EASE.

AND HE USED IT TO MANUFACTURE
NOT JUST BILLIARD BALLS,

BUT FALSE TEETH
AND PIANO KEYS, TOO.

Ramsay:
HYATT HAD CREATED A MATERIAL THAT WAS STRONG, EASY TO FORM,

AND AN IDEAL REPLACEMENT
FOR IVORY.

HE CALLED
HIS MATERIAL CELLULOID,

AND IT'S CONSIDERED
TO BE THE FORERUNNER

OF MODERN PLASTICS.

Narrator: SUBSEQUENT GENERATIONS
OF THESE PLASTICS

NOW MAKE IT POSSIBLE
FOR TODAY'S COLOSSAL CARGO SHIPS

TO SQUEEZE SAFELY THROUGH
THE NEW PANAMA CANAL ROUTE.

IT'S IMPORTANT THAT WE HAVE
PROTECTION FOR THE VESSELS

COMING THROUGH THE LOCKS
IN THE CHAMBERS,

SO WE PUT FENDERING ALL OVER.

THERE'S ABOUT 6,000 FENDERS
BETWEEN ATLANTIC AND PACIFIC

TO PROTECT THE VESSEL

AND THE LOCKS
FROM HITTING EACH OTHER.

Ferreira: THE FENDERS
ARE MADE OUT OF RUBBER

WITH A SLIDING COAT
ON THE FRONT. WE CALL IT

THE ULTRA-HIGH-MOLECULAR-WEIGHT
MATERIAL.

Narrator:
ULTRA-HIGH-MOLECULAR-WEIGHT POLYETHYLENE

IS A HARD-WEARING THERMOPLASTIC

WHICH CREATES
VERY LITTLE FRICTION

WHEN IN CONTACT
WITH ANOTHER SURFACE.

[ Man speaks indistinctly
over radio ]

THRUSTERS, SLOW TO PORT.

STOP THE THRUSTER.
HARD TO STARBOARD.

Man:
HARD TO STARBOARD!

THE WAY WE OPERATE
IS THE VESSEL GOES

AND LEANS AGAINST THE FENDERS
A LITTLE BIT

WHILE THE WATER IS GOING UP
OR DOWN IN THE CHAMBER,

SO IT'S VERY IMPORTANT
THAT WE HAVE THAT

FOR PROTECTION
OF BOTH THE VESSEL AND THE LOCK.

Narrator: BECAUSE
OF THE PIONEERING EFFORTS

OF JOHN WESLEY HYATT,

CHIEF PILOT MARIO CHONG

CAN SQUEEZE
HIS ENORMOUS CARGO VESSEL

THROUGH THE LOCKS
WITHOUT CAUSING ANY DAMAGE.

THE LOW-FRICTION THERMOPLASTIC
COATING ON THE FENDERS

ENABLES THE HULL TO SLIDE
ALONG THEIR SURFACE

RATHER THAN CATCH,

WHILE THE RUBBER ABSORBS
THE IMPACT.

Chong:
OKAY. STOP THE THRUSTER.

-HARD TO STARBOARD.
-HARD TO STARBOARD!

SO FAR, THE FENDERS
HAVE BEEN DOING THEIR JOB

CLOSE TO THE WALL
THAT I'M SEEING.

THANK YOU, SIR.

Narrator: BUT EVEN WHEN
THE PANAMA CANAL EXPANSION

OPERATES SMOOTHLY,

THERE'S ONE ISSUE
THAT ENGINEERS MUST ADDRESS

FOR THE CANAL TO RUN IT ALL.

TO SOLVE THAT, THEY MUST RELY
ON INNOVATIONS OF THE PAST...

IT FEELS MORE LIKE A CATHEDRAL
THAN A FUNCTIONAL STRUCTURE.

Narrator: ...TO MAKE
THE IMPOSSIBLE POSSIBLE.

Narrator:
THE PANAMA CANAL EXPANSION

IS ONE OF THE BIGGEST
INFRASTRUCTURE PROJECTS

EVER ATTEMPTED ON EARTH.

WITH DEEPER, WIDER CHANNELS
AND ENORMOUS NEW LOCKS,

MODERN-DAY GIANT CARGO SHIPS
LIKE THIS ONE

CAN NOW CUT BETWEEN THE ATLANTIC
AND PACIFIC OCEANS.

AND THE STAKES FOR GETTING
THESE VESSELS THROUGH

ARE SKY HIGH.

THAT SHIP IS PAYING $850,000

JUST TO COME THROUGH THE CANAL.

Narrator: BUT OPERATING THESE
GIGANTIC 11-STORY-HIGH LOCKS

COULD CREATE A HUGE
ENVIRONMENTAL HEADACHE.

ONE OF THE MAIN RESOURCES
FOR THE CANAL TO OPERATE

IS WATER, FRESH WATER.

NO WATER, NO TRANSIT OF SHIPS.

SO WATER IS ONE
OF OUR MAIN CONCERNS.

Narrator: TO KEEP IT RUNNING,

THE CANAL RELIES
ON A MAN-MADE RESERVOIR,

LAKE GATUN.

-Hard to port.
-HARD TO PORT.

-HARD TO PORT.
-STOP THE BACK THRUSTER.

GATES ARE FULLY OPENING.
HERE WE GO.

Narrator: BUT THE INCREASED
DEMAND FOR WATER

TO OPERATE THE NEW LOCKS

POSES TWO SIGNIFICANT THREATS.

WE HAD TO BE VERY CAREFUL

ON HOW WE'RE GOING
TO USE THIS WATER,

BECAUSE, OF COURSE, THIS IS
BIGGER CHAMBERS, BIGGER VESSELS.

THEY WILL USE MORE WATER
FOR THE TRANSIT.

THE CITY OF PANAMA
AND THE CITY OF COLON

TAKE WATER FROM GATUN LAKE
FOR DRINKING WATER,

SO IT'S OF PRIMAL IMPORTANCE

NOT ONLY FOR THE TRANSIT
OF THE VESSELS,

BUT ALSO FOR THE WATER
CONSUMPTION OF THE CITIES.

Narrator: SO HOW DO YOU OPERATE
A CANAL OF EPIC PROPORTIONS

AND STILL CONSERVE WATER?

ENGINEERS MUST LOOK
TO THE TRAILBLAZERS OF THE PAST

FOR INSPIRATION.

PHYSICIST DR. SUZIE SHEEHY
IS IN ISTANBUL, TURKEY...

...EXPLORING
AN ENGINEERING MARVEL

THAT TRANSFORMED A SMALL
SETTLEMENT INTO A GLOBAL POWER.

A SOURCE OF ITS POWER
LIES HIDDEN

BENEATH THE CITY STREETS.

Sheehy:
THIS IS THE BASILICA CISTERN,

AND IT'S A STUNNING EXAMPLE

OF ROMAN HYDRAULIC ENGINEERING.

Narrator:
BUILT IN THE 6th CENTURY,

THE BASILICA CISTERN
IS THE LARGEST REMAINING

OF SEVERAL HUNDRED
WATER-HOLDING TANKS

DESIGNED TO PREVENT EVAPORATION

AND KEEP WATER CLEAN.

IT'S AMAZING TO THINK
THAT THIS INCREDIBLE PLACE

WAS BUILT JUST TO HOLD WATER,

WHEN IT FEELS MORE LIKE
A CATHEDRAL

THAN A FUNCTIONAL STRUCTURE.

IT'S 140 METERS LONG
BY 70 METERS WIDE,

AND THERE'S MORE THAN
300 MARBLE COLUMNS

HOLDING THE ROOF
9 METERS ABOVE THE FLOOR.

Narrator: THE ROMAN EMPEROR
CONSTANTINE THE GREAT

INSPIRED THE ENGINEERING WONDER

WHEN HE RELOCATED
THE EMPIRE'S CAPITAL

FROM ROME
TO WHAT'S NOW ISTANBUL.

BUT TO MAKE WAY FOR AN
IMPERIAL CITY, ROMAN ENGINEERS

NEEDED A MASSIVE
WATER-STORAGE SYSTEM.

THE WALLS ARE ALMOST
4 METERS THICK,

AND THEY'RE COVERED
IN A WATERPROOF LIME PLASTER.

IT CAN HOLD ABOUT
80 MILLION LITERS OF WATER,

AND WHEN IT WAS IN USE,

THIS WHOLE SPACE
WOULD HAVE BEEN FULL.

Narrator: FED BY A STAGGERING
155-MILE-LONG

NETWORK OF CHANNELS
AND AQUEDUCTS

THAT BROUGHT FRESHWATER
FROM THE NEARBY HILLS,

THIS ENTIRE SYSTEM
DELIVERED WATER TO THE CITY

WITH NOTHING MORE THAN GRAVITY.

Sheehy:
THE HYDRAULIC ENGINEERING THAT WENT INTO BUILDING THIS CITY

IS INCREDIBLE,
AND WITHOUT THOSE ENGINEERS,

THIS CITY WOULD NEVER HAVE BEEN
THE SUCCESS THAT IT WAS.

AND IT'S UNBELIEVABLE TO THINK
THAT THIS BEAUTIFUL STRUCTURE

WAS STILL BEING USED
BY THE OTTOMAN SULTANS

NEARLY 1,400 YEARS
AFTER IT WAS BUILT.

Narrator: CHIEF LOCKS
DESIGN ENGINEER CHERYL GEORGE

AND THE ENGINEERING TEAM

ARE BRINGING THE IDEA
OF A GRAVITY-FED

WATER-HOLDING TANK
TO AN EVEN MORE STUPENDOUS SCALE

AND USING IT
TO RECYCLE THE WATER.

THE CONCEPT WAS TO COME UP
WITH WATER-SAVING BASINS

TO LIMIT THE AMOUNT OF WATER
THAT IS USED

WITH EACH LOCKAGE
AT THE NEW LOCKS.

Narrator: EACH NEW LOCK
HAS THREE WATER-HOLDING BASINS

ATTACHED TO IT,
STAGGERED AT DIFFERENT HEIGHTS.

INSTEAD OF HAVING WATER
FLOW THROUGH THE LOCKS

AND THEN INTO THE OCEAN,

THE PRECIOUS CONTENTS
DIVERT INTO THESE PONDS.

AS THE LOCK EMPTIES,

THE WATER CHANNELS
INTO THE HIGHEST POND,

THEN THE MIDDLE ONE,
THEN THE LOWEST ONE.

ONLY THEN IS THE WATER
IN THE LOWEST PART OF THE LOCK

DUMPED INTO THE ADJACENT LOCK.

TO REFILL THE LOCK,

THE LOWEST HOLDING BASIN
DRAINS FIRST,

FOLLOWED BY THE MIDDLE ONE
AND THEN THE HIGHEST.

THE LOCK'S WATER
LEVELS AT THE TOP

WITH WATER FROM THE CANAL.

TO OPERATE, THE THREE
WATER-HOLDING BASINS

RELY ON AN ELABORATE
VALVE SYSTEM

AND NOTHING MORE THAN GRAVITY.

Ferreira:
WE'RE SAVING 60% OF WATER,

AND THAT IS A LOT OF WATER.
AND WE'VE DONE IT.

IT'S WORKING
WITHOUT ANY PROBLEM.

Narrator: THE WHOLE SYSTEM
NOW ALLOWS PILOTS LIKE MARIO

TO GUIDE
THESE SUPER-SIZED CARGO SHIPS

THROUGH THE NEW PANAMA CANAL.

Chong: THE MOST EXCITING THING
ABOUT BEING A PILOT

OF THE PANAMA CANAL
IS BE DISEMBARKING.

I JUST WAVE AT THE CAPTAIN
AND CREW, YOU KNOW,

AND SEEING THE SHIPS
GOING TO SEA.

Narrator: THE PANAMA CANAL
EXPANSION PROJECT

IS AN EPIC UNDERTAKING

THAT HAS STRETCHED
ITS MAKERS TO THE LIMIT.

Ferreira: THIS IS SOMETHING THAT
WE SHOULD BE PROUD AS ENGINEERS,

BECAUSE THIS IS WHAT WE BUILT.

George: EVERYTHING CAME TOGETHER
AS IT SHOULD.

THE WORK
THAT WE PROMISED THE COUNTRY

AND THE SHIPPING INDUSTRY
THAT WE WOULD DO,

AND TO SEE IT ACTUALLY WORKING

AND SEE THE SHIPS
ACTUALLY USING THE LOCKS

IS REALLY A SENSE OF GREAT PRIDE

FOR ALL OF US.

Narrator: BY LEARNING FROM
THE GREAT PIONEERS OF THE PAST,

ADAPTING, UP-SCALING, AND MAKING
INNOVATIONS OF THEIR OWN,

THE ENGINEERS AND DESIGNERS

OF THE PANAMA CANAL
EXPANSION PROJECT

HAVE MADE
THE IMPOSSIBLE POSSIBLE.

Marotta: IT'S A DREAM JOB.
IT'S A DREAM JOB FOR ANYBODY.

BUT FOR AN ENGINEER,
IT'S, LIKE, TOP NOTCH.

[ CHUCKLES ]

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