06Hafen SechsContainerterminal Bremerhaven

Operating normally

53°32′ N  8°34′ E  /  Terminal 6

Six berths.
Nineteen hundred
and eighty metres.

The deepwater terminal at the mouth of the Weser. Two point one million TEU last year, every one of them counted twice.

2.14 M
TEU handled, 2025
14
Ship-to-shore gantries
38.4
Moves per crane hour
6
Berths, 1,980 m of quay
Stacked shipping containers at a port at dusk under floodlights
Block 4C, 21.40. Discharge running two hours ahead.
01

Berth register

  1. 61400 m−16.5 m4 × STS24,000 TEUOccupied
  2. 62400 m−16.5 m4 × STS24,000 TEUFree
  3. 63350 m−15.0 m3 × STS18,000 TEUOccupied
  4. 64350 m−15.0 m3 × STS18,000 TEUFree
  5. 65240 m−12.5 m2 × MHCFeederOccupied
  6. 66240 m−12.5 m2 × MHCFeederMaintenance
02

Expected this week

Times are local, updated at 06.00 and 18.00. A vessel inside its window keeps its berth; a vessel outside it takes the next free one.

  1. Nordkap ExpressNE-3 / Far EastETA02.08 04:10ETD03.08 19:4061
  2. Mare FrisiaBAL-1 / Baltic feederETA02.08 11:25ETD02.08 23:0065
  3. Sirius HanseNE-3 / Far EastETA03.08 06:00ETD04.08 20:1563
  4. Cap OrtegalMED-2 / Western MedETA03.08 15:50ETD04.08 12:3062
  5. WeserstromBAL-1 / Baltic feederETA04.08 05:15ETD04.08 17:0066
A tall yellow gantry crane against a dark evening sky
Gantry 09, boom raised between calls.
A dim port control room at night with monitors and a wide window
Tower, night shift. Six screens, one kettle.
03

Gate and hinterland

  • Road gateMon to Sat, 05.00 to 23.00Closed Sundays and public holidays
  • Rail headContinuous, 7 daysSix tracks, 750 m usable length
  • Barge quay06.00 to 22.00Two positions, 110 m each
  • Reefer plugsContinuous1,840 positions, monitored at 15 min intervals
A heavy mooring rope over a steel bollard on a wet concrete quay
Bollard 61-04. Rated 200 tonnes, inspected quarterly.

Terminal office

Operations, 24 h
+49 471 000 000
Address
Senator-Borttscheller-Str. 6
27568 Bremerhaven
VHF
Channel 14, call sign HAFEN SECHS

Three things that stop a ship

Everything else is scheduling. These three are the reasons a berth window is actually lost.

01

Wind on the boxes

Above 20 m/s across the stack, gantries stop. A fully-laden 24,000 TEU vessel presents about the same sail area as a small hill.

02

Draught and tide

Sixteen and a half metres at the berth, but the approach channel decides. Deep-laden arrivals take the tide, and the tide does not negotiate.

03

Documentation

More calls are delayed by a customs hold than by weather. The paperwork is a berth-critical system and we staff it like one.

Equipment on the terminal

Owned, maintained in the workshop at the rail head, and listed here because operators ask.

  1. Ship-to-shore gantry1465 t under spreader24 rows
  2. Rail-mounted gantry3640 t9 wide, 1 over 5
  3. Mobile harbour crane4124 t51 m
  4. Terminal tractor9260 t drawbarn/a
  5. Reach stacker1145 t4 high
  6. Empty handler69 t8 high

Operator questions

How is berthing priority decided?
A vessel inside its window keeps its berth. A vessel outside it takes the next free one, regardless of line, size or how long it has been waiting.
Do you handle reefers?
Yes, 1,840 plugs, monitored at fifteen-minute intervals with an alarm to the tower. Set-point deviations are logged and sent with the discharge report.
What about dangerous goods?
IMDG classes 2 to 9 except class 1 and class 7. Segregation is planned before arrival and we will decline a stow we cannot segregate.
Can we run a barge instead of rail?
Two positions, 110 m each, 06.00 to 22.00. Slower and cheaper, and in a rail strike it is the only thing that moves.