Original subtitles

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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