Flood Tide

If there was any risk and danger attached to the pla

Cabrillo stepped in from the bridge wing, noticed Pitt and Giordino, and approached them. “My friends in Hong Kong have informed me that the United States is tied up at Qin Shang Maritime's terminal dock at Kwai Chung north of Kowloon. The proper harbor officials have been bribed, and we've been given a berth in the cha

“A thousand-yard round trip,” said Pitt, mentally calculating the submersible's downtime.

“Sea Dog 7 has batteries—how far can you stretch them?” asked Cabrillo.

“Fourteen hours if we treat them gently,” replied Giordino.

“Can you be towed behind a launch while underwater and out of sight?”

Pitt nodded. “A tow to and from would give us an extra hour under the liner's hull. I must warn you, though, the submersible is no lightweight. Its underwater drag will make ponderous going for a small launch.”

Cabrillo smiled evenly. “You don't know what type of engines power our shore launch and lifeboats.”

“I'm not even going to ask,” said Pitt. “But I'm guessing they could hold their own in a Gold Cup hydro race.”

“We've given away enough of the Oregon's technical secrets for you to write a book on her.” Cabrillo turned and peered through the bridge window as the pilot boat came out from the harbor, made a 180-degree turn and came alongside. The ladder was dropped, and the pilot stepped from his boat and climbed to the deck while both vessels were still under way. He went directly to the bridge, greeted Cabrillo and took charge of the helm.

Pitt walked outside onto the bridge wing and viewed the incredible carnival of colored lights of Kowloon and Hong Kong as the ship slipped through the cha

He was joined by Giordino as the ship closed on Qin Shang's dock terminal. The transatlantic ocean liner that was once the pride of America's maritime fleet appeared and grew larger.

During the flight to Manila he and Giordino had studied a lengthy report on the United States. The brainchild of the famed ship designer William Francis Gibbs, she was built by the Newport News Ship Building & Dry Dock Company, who laid her keel in 1950. Gibbs, a genius and a genuine character, was to marine engineering and design what Frank Lloyd Wright was to dry-land architecture. His dream was to create the fastest and most beautiful passenger liner yet built. He achieved his dream, and his masterpiece became the pride and apex of America during the age of great liners. She was truly the ultimate in elegant refinement and speed.

Gibbs was fanatical about weight and fireproofing. He insisted on using aluminum whenever possible. From the 1.2 million rivets driven into her hull to the lifeboats and their oars, stateroom furnishings and bathroom fixtures, baby's high chairs, even coat hangers and picture frames, all had to be aluminum. The only wood on the entire ship was a fireproof Steinway piano and the chef's butcher block. In the end, Gibbs had reduced the weight of the superstructure by 2,500 tons. The result was a ship of remarkable stability.

Considered huge then and now with a gross to

But her two greatest assets were a military secret at the time of her building and operation. Not until several years later did it become known that she could be converted into a military transport capable of carrying 14,000 troops within a few weeks. Powered by eight massive boilers creating superheated steam, her four Westinghouse-geared turbines could put out 240,000 horsepower, 60,000 for each of her four propeller shafts, and drive her through the water just under fifty miles an hour. She was one of the few liners that could slip through the Panama Canal, charge across the Pacific to Singapore and back to San

Francisco without refueling. In 1952, the United States won the prestigious Blue Riband, awarded for the fastest speed across the Atlantic. No liner has won it since.

A decade after she left the shipyard, she had become an anachronism. Commercial airplanes were already becoming competition to the famed greyhounds of the sea. By 1969, rising operating costs and the public's desire to reach their destination in the shortest time possible by air, spelled the end for America's greatest ocean liner. She was retired and laid up for thirty years at Norfolk, Virginia, before eventually finding her way to China.

Borrowing a pair of binoculars, Pitt studied the huge ship from the bridge of the Oregon. Her hull was still painted black, her superstructure white, her two great, magnificent fu

He was puzzled to see her ablaze with light. The sounds of activity echoed across the water. It puzzled him that Qin Shang's shipyard crews were working on her around the clock without any attempt at secrecy. Then, curiously, all sounds and activity suddenly stopped.

The pilot nodded at Cabrillo, who rang the ancient telegraph to STOP ENGINES. Unknown to the pilot, the telegraph was nonfunctional and Cabrillo muttered orders through a handheld radio. The vibration died, and the Oregon went as quiet as a tomb as she slowly moved forward under her own momentum. Then the command came for slow astern, followed shortly by all stop.

Cabrillo gave the order to let go the anchor. The chain rattled, and it fell with a splash into the water. Then he shook hands with the pilot after signing the usual affidavits and logging the mooring. He waited until the pilot was on board the pilot boat before motioning to Pitt and Giordino.

 “Come join me in the chartroom and we'll go over tomorrow's program.”

“Why wait another twenty-four hours?” asked Giordino.

Cabrillo shook his head. “Tomorrow after dark is soon enough. We still have customs officials due aboard. No sense in alerting suspicions.”

Pitt said, “I think we have a breakdown in communications.”

Cabrillo looked at him. “You see a problem?”

“We have to go during daylight. We have no visibility at night.”

“Can't you use underwater lights?”

“In black water any bright light stands out like a beacon. We'd be discovered ten seconds after we switched on our floods.”