December 10, 1948 Unknown Waters

April 23, 2000 Atchafalaya River, Louisiana

OF THE MAJOR RIVERS OF THE WORLD, THE NILE CASTS A romantic spell from an ancient past, the Amazon conjures up images of adventure and danger, while the Yangtze entwines the soul with the mysteries of the Orient. Images of pharaohs lounging on royal barges rowed by a hundred men past the pyramids come to mind... the Spanish conquistadors struggling and dying in a green hell... Chinese junks and sampans crowding water turned yellow-brown with flowing silt. But it is the Mississippi that truly captures the imagination.

Thanks to the stories of Mark Twain of big side-paddle riverboats coming around the bend with whistles blowing as they passed Huck Finn and Tom Sawyer on a raft, and of battles up and down the river by Union and Confederate ironclads during the Civil War, the Mississippi's past seems so near that one has but to pierce a thin veil to experience it.
"The Father of Rivers," as the Indians called it, the Mississippi is the only river in North America that ranks in the top ten of the world. Third in length, third in drainage, fifth in volume, it stretches from the headwaters in Montana of its longest tributary, the Missouri, 3,484 miles south to the Gulf of Mexico.
Almost as fluid as mercury, always searching for the path of least resistance, the Mississippi has changed course many times throughout the last five thousand years, especially after the seas finally reached their present levels at the end of the last ice age. Between 1900 B.C. and 700 B.C. it flowed almost forty miles west of its present course. Restlessly, the river shifted back and forth across the state of Louisiana, carving a channel before migrating and carving another. Almost half of Louisiana was formed by the Mississippi depositing tremendous amounts of silt and clay carried from as far north as Minnesota and Montana.
"The water looks quiet today," said a man in an elevated seat who gazed from the pilothouse of the George B. Larson, an Army Corps of Engineers survey boat.
Standing at the control console, the boat's captain, Lucas Giraud, merely nodded as he piloted the craft past the cattle grazing on the levees of the Mississippi River in southern Louisiana.
This was Cajun country, the last outpost of French Acadian culture. Pickup trucks parked under spreading trees next to tar-papered cabins raised on pylons. Nearby, small Baptist churches rose from the damp countryside, their paint-peeled wooden sides overlooking cemeteries with weathered tombs rising above the ground. Soybeans and corn rose from the rich soil between man-made ponds for the farming of catfish. Little hardware and feed stores stood across narrow roads from auto garages surrounded by rusting wrecked cars half-buried in green underbrush that sprouted through their broken windows.
Major General Frank Montaigne studied the passing scene as the big survey boat cruised down the river that was textured by a light morning mist. He was late fiftyish and wore a light gray suit and a striped blue shirt with a burgundy bow tie. A vest, embellished with a large gold watch chain spanning the pockets, was displayed through the open coat. An expensive Panama hat was perched at a jaunty angle over steel-gray hair that flowed back from the temples. The eyebrows had managed to remain black and arched over limpid eyes that were gray-blue. There was a polished look about him, burnished with a hardness that you knew was there but couldn't see. His trademark, a cane carved from a willow tree with a leaping frog for its handle, lay across his lap.
Montaigne was no stranger to the capricious nature of the Mississippi River. To him it was a monster that was condemned to move through a narrow passage for eternity. Mostly it slept, but occasionally it went into a rampage, overflowing its banks and causing disastrous floods. It was the job of General Montaigne and of the Army Corps of Engineers, which he represented, to control the monster and protect the millions of people who lived along its banks and levees.
As president of the Mississippi River Commission, Montaigne was required to inspect the flood-control projects once a year on an Army Corps towboat that was fitted out almost as ostentatiously as a cruise ship. On those trips he was accompanied by a bevy of high-ranking officers of the Army as well as his civilian staff. Stopping at the many towns and ports along the river, he held conferences with the residents to hear their input and complaints about how the river was affecting their lives.
Montaigne disliked wining and dining local officials while surrounded by the pomp of his office. He much preferred unannounced inspection tours conducted from a workaday survey boat with no one but himself, Captain Giraud and his crew on board. Without distraction, he could study firsthand the workings of the revetments laid along the levees to reduce erosion, the condition of the levees themselves, the rock jetties and navigation locks leading to and from the river.
Why is the Army Corps of Engineers in command of the never-ending war against flooding? They launched their attack to tame the Mississippi River in the early eighteen hundreds. After building fortifications during the War of 1812 along the river to keep out British forces, it seemed expedient for them to turn their experience to civil works, and the Military Academy at West Point had the only school of engineering in the country. Today the organization almost seems like an anachronism when one considers that civilians who work for the Corps outnumber Army officers by a hundred and forty to one.
Frank (his birth certificate read Fra^ois) Montaigne was born a Cajun in Plaquemines Parish below New Orleans and spent his boyhood in the French Acadian world of southern Louisiana. His father was a fisherman, or to be more exact a crawfisherman, who built a floating house in the swamp with his own hands, and made a great sum of money over the years, hauling his catch and selling directly to the restaurants of New Orleans. And, like most Cajuns, he never spent his profits and died a rich man.
Montaigne spoke French before he learned English, and his classmates at the academy called him Potpourri because he often mixed the two languages together when speaking. After a distinguished career as a combat engineer in Vietnam and the Gulf War, Montaigne was rapidly promoted after receiving several academic degrees in his spare time, including a Ph.D. in hydrology. At the age of fifty-five he was appointed commander of the entire Mississippi Valley from the Gulf up to the Missouri River where it joins the Mississippi near St. Louis. It was a job he was born for. Montaigne loved the river almost as much as he loved his wife, who was also a Cajun, the sister of his best boyhood friend, and his three daughters. But mixed with his love for the flowing waters was a fear that someday Mother Nature would turn violent and wipe out his efforts, sending the Mississippi raging over the levees and flooding millions of acres while cutting a new channel to the Gulf.
Earlier in the morning just before dawn, the Larson, named after an Army Corps engineer long deceased, had eased into the navigation locks that were constructed by the Army Corps for flood control and to stop the Atchafalaya from capturing the Mississippi. Giant control structures that are basically dams with spillways were built fifty miles above Baton Rouge at an old bend hi the river where a hundred and seventy years before the Red River once entered into the Mississippi and the Atchafalaya flowed out. Then in 1831 a steamboat entrepreneur, Captain Henry Shreve, dug a channel across the neck of the bend. Now the Red River bypassed the Mississippi and flowed through remains of the bend that became known as the Old River. Almost as if it was a siren enticing an unwary sailor, the Atchafalaya, with only 142 miles to the Gulf versus the Mississippi's 315, beckons the main river into its waiting arms.
Montaigne had stepped out on deck as the gates swung and closed off the water of the Mississippi and watched as the walls of the lock seemed to rise toward the sky while the survey boat descended to the Atchafalaya. He waved to the lockmaster, who waved back. The waters of the Atchafalaya run fifteen feet lower than the Mississippi's, but it only took ten minutes before the west gates opened and the Larson moved out into the channel that led south to Morgan City and the Gulf beyond.
"What time do you estimate our rendezvous with the NUMA research ship below Sungari?" he asked the Larson^ captain.

"Around three o'clock, give or take," answered Giraud without indecision.

Montaigne nodded at a big towboat pushing a string of barges downriver. "Looks like a cargo of lumber," he said to Giraud.

"Must be heading for that new industrial development near Melville." Giraud looked like one of the Three Musketeers with his hawklike French features and flowing black mustache waxed and twisted at the ends. Like Montaigne, Giraud had grown up in the Cajun land, only he had never left it. A big man with a belly seldom empty of Dixie beer, he possessed a sardonic humor that was known up and down the river.

Montaigne watched as a small speedboat filled with four teenagers darted recklessly around the survey boat and cut in front of the barges, followed by four of their friends astride a pair of watercraft.
"Stupid kids," muttered Giraud. "If any of them lost their engines in front of the barges, there is no way the towboat could stop the momentum before running them over."

"I used to do the same thing with my father's eighteen foot aluminum fishing skiff with a little twenty-five horsepower outboard motor, and I'm still alive."

"Forgive me for saying so, General, but you were even dumber than them."

Montaigne knew that Giraud meant no disrespect. He was well aware the pilot had witnessed his share of accidents during the long years he'd piloted ships and towboats up and down the Mississippi river system. Ships running aground, oil spills, collisions, fires, he'd seen them all, and as with most old river pilots, he was a cautious man. No one was more aware that the Mississippi was an unforgiving river.

"Tell me, Lucas," said Montaigne, "do you think the Mississippi will flow into the Atchafalaya one day?"

"One great flood is all it will take for the river to tear away the levees and sweep into the Atchafalaya," replied Giraud stoically. "One year, ten years, maybe twenty, but sooner or later the river will run no more past New Orleans. It's only a matter of time."

"The Army Corps has fought a good battle to keep it hi control."

"Man can't tell nature what to do for very long. I only hope I'm around to see it."

"The sight won't be pretty," said Montaigne. "The effects of the disaster will be appalling. Death, major flooding, mass destruction. Why would you want to be a witness to such devastation?"

Giraud turned from the wheel and stared at the general, a dreamlike look in his eyes. "The channel already carries the flow of the Red and Atchafalaya rivers. Just think what a mighty river will flow through southern Louisiana when the entire Mississippi breaks loose and adds its discharge to the other two. It will be a sight to behold."

"Yes," said Montaigne slowly, "a sight to behold, but one I hope I never live to see."
AT FIVE MINUTES BEFORE THREE O'CLOCK IN THE AFTERNOON, Lucas Giraud slipped the throttles to the big Caterpillar diesels to quarter speed as the Larson cruised past Morgan City at the lower end of the Atchafalaya River. After crossing the Intracoastal Waterway and dropping below Qin Shang Mari-time's port of Sungari, the Larson entered the glassy-smooth waters of Sweet Bay Lake six miles from the Gulf of Mexico. He swung the boat toward a turquoise-colored research ship with NUMA painted in large block letters on the hull amidships. She has a no-nonsense, businesslike air about her, Giraud noted. As the Larson drew closer he could read the name on the bow, Marine Denizen. She looked like a ship that had seen her share of service. He judged her age at twenty-five years or more, old for. working ship.
The wind blew out of the southeast at fifteen miles an hour and the water had a light chop. Giraud ordered a crewman to drop the fenders over the side. He then eased the Larson against the Marine Denizen with a gentle bump, and held the survey boat against the research vessel just long enough for his passenger to step across a ramp that had been extended for his arrival.
On board the Denizen, Rudi Gunn raised his eyeglasses to the light streaming in through a porthole of the NUM A marine-survey ship, squinted his eyes and checked for smudges on the lenses. Seeing none, he replaced the rims and adjusted the earpieces. Then he looked down and studied the three-dimensional diorama of the Sungari shipping port that was beamed down on a horizontal surface by an overhead holographic projector. The image was processed from forty or more aerial photographs taken at low altitudes by a NUMA helicopter.
Constructed on newly made land in a swampland along both banks of the Atchafalaya River before it emptied into the Gulf of Mexico, the port was hailed as the most modern and efficient shipping terminus in the world. Covering two thousand acres and stretching over a mile on both sides of the Atchafalaya River, it was dredged to a navigational depth of thirty-two feet. The Port of Sungari consisted of over one million square feet of warehouse space, two grain elevators with loading slips, a six-hundred-thousand-barrel-capacity liquid bulk terminal and three general-cargo handling terminals that could load and unload twenty container ships at one time. The steel-faced docks on opposite sides of the river channel backed by landfill provided twelve thousand feet of deep-water berthage for all ships except heavily laden super-tankers.
What made Sungari different from most port facilities was its architecture. No gray concrete buildings shaped in austere rectangles. The warehouses and office structures were constructed in the shape of pyramids, all covered with a gold galvanized material that blazed like fire when struck by the sun. The effect was electrifying, especially to planes flying overhead, and its glow could be seen from ships forty miles out in the Gulf.
A light rap came on the door behind Gunn. He stepped across the ship's conference room, used for meetings between the ship's scientists and technicians, and opened the door. General Frank Montaigne stood in the passageway outside, looking dapper in a gray suit with vest and leaning on his cane. "Thank you for coming, General. I'm Rudi Gunn."

"Commander Gunn," said General Montaigne affably, "I've looked forward to meeting you. After my briefing by officials from the White House and INS, I'm delighted to find that I'm not the only one who believes Qin Shang to be a deviously clever menace."

"We seem to be members of a growing club."

Gunn showed the general to a chair beside the three-dimensional image of Sungari. Montaigne leaned toward the projected diorama, his hand and chin resting on the leaping frog atop his cane. "I see NUMA also uses holographic imagery to demonstrate their marine projects."

"I've heard the Army Corp of Engineers takes advantage of the same technology."

"It comes in handy to convince Congress to increase our funding. The only difference is, our unit is designed to show fluid motion. When we brief the various committees in Washington, we like to impress them with a demonstration on the horrors of a disastrous flood."

"What's your opinion of Sungari?" asked Gunn.

Montaigne seemed lost in the image. "It's as if an alien culture came down from space and built a city in the middle of the Gobi Desert. It's all so pointless and unnecessary. I'm reminded of the old saying, All dressed up and no place to go."

"You're not impressed with it."

"As a shipping terminus, I find it about as useful as a second belly button on my forehead."

"Hard to believe Qin Shang got the necessary approval and permits for such a vast project with no profitable future," said Gunn.

"He submitted a comprehensive development plan that was approved by the Louisiana state legislature. Naturally, politicians will jump on any industrial development they think will increase employment and revenue that won't tap the taxpayers' pockets. With no obvious downside, who can blame them? The Army Corps also approved their permits for dredging because we saw no interruption in the natural flow of the Atchafalaya River. The environmentalists raised hell, of course, because of the virtual destruction of a vast area of wetlands. But all their objections and those of my own engineers concerning the future alteration of the Atchafalaya Delta were quickly brushed aside when Qin Shang's lobbyists sweet-talked Congress into fully authorizing the project. I've yet to meet a financial analyst or port-district commissioner who did not think Sungari was a failure before its plans came out of the computers."

"And yet, all permits were approved," said Gunn. "Blessings were given by high officials in Washington, including President Wallace, who greased the path," conceded Montaigne. "Much of the acceptance was based around the new trade deals with China. Congress didn't want to upset the apple cart when Chinese trade reps threw Sungari into their proposals. And to be sure, there must have been heavy payoffs under the table by Qin Shang Maritime up and down the line." Gunn moved around the three-dimensional projection and stared through a porthole at the actual complex two miles upriver from the Marine Denizen, The golden buildings were turning orange with the setting sun. But for two ships, the long docks were empty. "We're not dealing with a man who bets on a horse with long odds. There has to be a method to the madness for Shang to spend over a billion dollars to develop a terminus for overseas trade in such an impractical location."
"I wish someone would enlighten me as to what it is," Montaigne said cynically, "because I haven't a clue."

"And yet, Sungari does have access to State Highway 90 and the Southern Pacific rail line," Gunn pointed out.

"Wrong," snorted Montaigne. "Presently, there is no access. Qin Shang has refused to build a link to the main rail line and a paved thoroughfare to the highway. He says he's done enough. He insists that it is up to the state and federal governments to build access to his transportation network. But because of voter unrest and new budget restrictions, state bureaucrats are balking."

Gunn turned and looked at Montaigne, puzzled. "No means of ground transportation in and out of Sungari? That's insane." Montaigne nodded at the holographic image. "Take a good look at your fancy display. Do you see an arterial roadway traveling north to Highway 90 or rail spurs connecting with the Southern Pacific tracks? The Intracoastal Waterway runs past a few miles north, but it's used mostly by pleasure craft and limited barge traffic."

Gunn studied the image closely and saw that the only access for freight up the Atchafalaya River to the north was by barge traffic. The entire port was surrounded by marshland. "This is crazy. How did he build and develop such a vast complex without construction materials trucked or shipped in by rail?" "No materials came out of the United States. Virtually everything you see was shipped in from overseas on Qin Shang Maritime ships. The building materials, the construction equipment, all came from China, as did the engineers, supervisors and workmen. No American, Japanese or European had a hand in Sungari's development. The only material that didn't arrive from China was the landfill that came from an excavation sixty miles up the Atchafalaya."

"Couldn't he find landfill closer to the development?" asked Gunn.

"A mystery," replied Montaigne. "Qin Shang's builders barged millions of cubic yards of fill downriver by excavating a canal through the marshlands that goes nowhere."

Gunn sighed in exasperation. "How in the world does he expect to ever show a profit?"

"Until now, the cargoes of the few Chinese merchant ships that dock at Sungari have been carried inland by barge and towboat," explained Montaigne. "Even if he gave in and built a transportation system in and out of his dream port, who but the Chinese would come? Terminal facilities on the Mississippi have far superior access to major highways, rail links and an international airport. No shipping-company CEO with half a brain would divert vessels of his merchant fleet from New Orleans to Sungari."
"Could he barge cargo up and down the Atchafalaya and Red rivers to a transportation center farther north?"

"A losing proposition," Montaigne replied. "The Atchafalaya may be an inland navigable waterway, but it doesn't contain half the flow of the Mississippi. It's considered a shallow-draft artery and barge traffic is limited, unlike the Mississippi, which can accommodate great towboats with ten thousand horsepower pushing as many as fifty barges tied together in rows like a marching column stretching nearly a third of a mile. The Atchafalaya is a treacherous river. It may look calm and peaceful, but that is a mask that hides its true, ugly face. It waits like a gator with only its eyes and nostrils showing, ready to strike the unwary river pilot or pleasure-boat operator out for a weekend cruise. If Qin Shang thought he could build a commercial waterborne empire to support freight traffic up and down the Atchafalaya or across the Intracoastal Waterway, he was sadly mistaken. Neither channel has been improved to handle heavy barge traffic."

"The White House and Immigration Service suspect the chief purpose behind the building of Sungari is for a dispersal point for smuggling illegal immigrants, drugs and illegal weapons."

Montaigne shrugged. "So I was told. But why sink tons of money into a facility capable of handling millions of tons of ship cargoes and then use it only to smuggle illicit contraband? I fail to see the logic."

"There is big money in alien smuggling alone," said Gunn. "One thousand illegals brought in on one boat and ferried across the country at thirty thousand dollars a head, and you're talking real money."

"Ah" right, if Sungari is a front for immigrant smuggling," said Montaigne, "I'd be interested in knowing how Qin Shang is going to get the immigrants and goods from point A to point B without some sort of underground transportation system. U.S. Customs and Immigration comb every ship docking at Sungari. All barge traffic inland is carefully monitored. It would be impossible for undocumented aliens to slip through their fingers."

"The reason NUMA is here." Gunn picked up a metal pointer and tapped the point inside the image of the Atchafa-laya River that divided Sungari East from Sungari West. "Because there is no way for him to send human and drug cargo over land and water, he must be shipping them under the surface."

Montaigne sat erect and stared at Gunn through skeptical eyes. "By submarine?"

"Submarines capable of carrying large numbers of passengers and cargo are a possibility we can't ignore."

"Forgive me for saying so, but there is no way in hell you can get a submarine up the Atchafalaya River. The shoals and bends are a nightmare for experienced river pilots. Navigating below the surface upriver against the current is unthinkable."

"Then perhaps Shang's engineers have carved out hidden underwater-passage systems that we're not aware of."

Montaigne gave a negative shake of his head. "No way they could have excavated a tunnel network without discovery. Government building experts scrutinized every square inch of the site during construction to make sure the approved plans were followed to the letter. Qin Shang's contractors were incredibly cooperative and either complied with our criticisms or took as gospel any and all suggested changes without argument. In the end it was almost as if we had all been in on the design stage. If Qin Shang dug a tunnel under the noses of men and women whom I consider the best engineering and structural inspectors in the South, he could get himself elected Pope."