The secret plot to rescue Napoleon by submarine

Tom Johnson, the famous smuggler, adventurer, and inventor of submarines, sketched in 1834 for the publication of Scenes and Stories by a Clergyman in Debt.

Napoleon Bonaparte caused so much damage – and roused so much fear – during his extraordinary career that only the most extreme of measures were considered sufficient when he was finally captured. Exile to St Helena, in the South Atlantic–in those days the remotest inhabited island in the world–was intended to put an end to the threat he posed to Europe’s ruling elites. Yet even the emperor’s incarceration at Longwood House was not quite the end of his remarkable story, for a whole series of more or less fantastical plots were hatched by Bonapartist loyalists to rescue his from his island fastness.

These madcap schemes, which included efforts to obtain Napoleon’s liberty by fast yacht, new-fangled steamboat, and even by balloon, never amounted to much, but among them is a still more bizarre story that turns out to have its foundations in remarkable fact. in 1820, Tom Johnson, one of the most famous and romantic criminals of his day – a notorious smuggler and prison-breaker who had earned a richly-deserved reputation for extreme daring – claimed to have been offered £40,000 (about $3 million now) to rescue the emperor from St Helena. And he came up with a scheme to do it… one that involved the use of submarines eight decades before the invention of the first practical underwater boats.

The story has lodged firmly in the margins of history, dismissed by the few who heard of it as nothing but a fantasy. This week’s Smithsonian essay explores it – and finds archival evidence to suggest that Johnson’s elaborate plot was a good deal more real than has ever been acknowledged.

Closing the pigeon gap

Cher Ami, an American veteran of the First World War, was credited with carrying the message that saved 200 men of the “Lost Battalion” during the Battle of the Argonne in 1918–despite losing a leg and an eye to shell splinters in the maelstrom of battle. Decorated with the French Croix de Guerre, he was preserved after death and can still be seen on display in the American Museum of Natural History.

At midnight on November 12, 1870, two French balloons, inflated with highly flammable coal gas and manned by desperate volunteers, took off from a site in Monmartre, the highest point in Paris. The balloons rose from a city besieged—the Franco-Prussian War had left Paris isolated, and the city had been hastily encircled by the Prussian Army—and they did so on an unlikely mission. They carried with them several dozen pigeons, gathered from lofts across the city, that were part of a last-ditch attempt to establish two-way communication between the capital and the French provisional government in Tours, 130 miles southwest.

Paris had been encircled since mid-September. By early autumn, with the prospects of relief as distant as ever, and the population looking hungrily at the animals in the zoo, the besieged French had scoured the city and located seven balloons, one of which, the Neptune, was patched up sufficiently to make it out of the city over the heads of the astounded Prussians. It landed safely behind French lines with 275 pounds of official messages and mail, and before long there were other flights, and the capital’s balloon manufacturers were working flat out on new airships.

The work was dangerous and the flights no less so—2.5 million letters made it out of Paris during the siege, incalculably raising morale, but six balloons were lost to enemy fire and the ones that survived that gauntlet, historian Alastair Horne observes, “were capable of unpredictable motion in all three dimensions, none of which was controllable.”

The French prepare a balloon for launch during the Siege of Paris, 1870. Pigeons carried out by balloon helped establish two-way communication with the city.

Of the two balloons in the pigeon flight, one, the Daugerre, was shot down by ground fire as it drifted south of Paris in the dawn, but the other, the Niepce, survived by hastily jettisoning ballast and soaring out of range. Its precious pigeon cargo would return to the city bearing messages by the thousand, all photographed using the brand-new technique of microfilming and printed on slivers of collodium, each weighing just a hundredth of an ounce. These letters were limited to a maximum of 20 words and they were carried into Paris at a cost of 5 francs each. In this way, Horne notes, a single pigeon could fly in 40,000 dispatches, equivalent to the contents of a substantial book. The messages were then projected by magic lantern onto a wall, transcribed by clerks, and delivered by regular post.

A total of 302 largely untrained pigeons left Paris in the course of the siege, and 57 returned to the city. The remainder fell prey to Prussian rifles, cold, hunger, or the falcons that the besieging Germans hastily introduced to intercept France’s feathered messengers. Still, the general principle that carrier pigeons could make communication possible in the direst of situations was firmly established in 1870, and by 1899, Spain, Russia, Italy, France, Germany, Austria and Romania had established their own pigeon services. The British viewed these developments with some alarm. A call to arms published in the influential journal The Nineteenth Century expressed concern at the development of a worrying divergence in military capability. The Empire, it was suggested, was being rapidly outpaced by foreign military technology.

The mysterious Mr. Zedzed, the wickedest man in the world

Zacharias Basileus Zacharoff, better known as Sir Basil Zaharoff: arsonist, bigamist and pimp, arms dealer, honorary knight of the British Empire, confidant of kings, and all-round international man of mystery.

Late in November 1927, an elderly Greek man sat in his mansion in Paris and tended a fire. Every time it flickered and threatened to die, he reached to one side and tossed another bundle of papers or a leather-bound book into the grate. For two days the old man fed the flames, at one point creating such a violent conflagration that his servants worried he would burn the whole house down. By the time he had finished, a vast pile of confidential papers, including 58 years’ worth of diaries that recorded every detail of a most scandalous career, had been turned to ash. Thus the shadowy figure whom the press dubbed “the Mystery Man of Europe” ensured that his long life would remain, for the most part, an impenetrable enigma.

Few men have acquired so scandalous a reputation as did Basil Zaharoff, alias Count Zacharoff, alias Prince Zacharias Basileus Zacharoff, known to his intimates as “Zedzed.” Born in Anatolia, then part of the Ottoman Empire, perhaps in 1849, Zaharoff was a brothel tout, bigamist and arsonist, a benefactor of great universities and an intimate of royalty who reached his peak of infamy as an international arms dealer—a “merchant of death,” as his many enemies preferred it.

In his prime, Zaharoff was more than a match for the notorious Aleister Crowley in any contest to be dubbed the Wickedest Man in the World. Still remembered as the inventor of the Systeme Zaharoff—a morally bankrupt sales technique that involved a single unscrupulous arms dealer selling to both parties in a conflict he has helped to provoke—he made a fortune working as a super-salesman for Vickers, the greatest of all British private arms firms, whom he served for 30 years as “our General Representative abroad.” He expressed no objection to, and indeed seemed rather to enjoy, being referred to as “the Armaments King.”

Men of the Constantinople Fire Brigade, an Ottoman army unit well-known in the 19th century for its corruption. In the 1860s Zaharoff was employed there as an arsonist, setting fires that could be extinguished for profit.

Zaharoff’s youth remains shrouded in mystery and rumor, much of it put about by Zedzed himself. He was born in the Turkish town of Mughla, the son of a Greek importer of attar of roses, and soon proved to be an astonishing linguist—he would later be described as the master of 10 languages. At some point, it is supposed, the family moved briefly to Odessa, on Russia’s Black Sea coast, where they Russified their name. But remarkably little proper documentation survives from this or any other period of Zaharoff’s career. As one early biographer, the Austrian Robert Neumann, put it:

You ask for his birth certificate. Alas! a fire destroyed the church registers. You search for a document concerning him in the archives of the Vienna War Office. The folder is there, but it is empty; the document has vanished…. He buys a château in France and—how does the story of the editor of the Documents politiques go?—”Sir Basil Zaharoff at once buys up all the picture postcards… which show the château, and strictly prohibits any more photographs being taken.”

The most terrible tunnel

Labourers working at the face of the Thames Tunnel were protected by Marc Brunel's newly-invented "Shield"; behind them, other gangs hurried to roof the tunnel before the river could burst in. Nineteenth century lithograph.

At the beginning of the 19th century, the port of London was the busiest in the world. Cargoes that had traveled thousands of miles, and survived all the hazards of the sea, piled up on the wharves of Rotherhithe—only for their owners to discover that the slowest, most frustrating portion of their journey often lay ahead of them. Consignments intended for the southern (and most heavily populated) parts of Britain had to be heaved onto creaking ox carts and hauled through the docklands and across London Bridge, which had been built in the 12th century and was as cramped and impractical as its early date implied. By 1820, it had become the center of the world’s largest traffic jam.

It was a situation intolerable to a city with London’s pride, and it was clear that if private enterprise could build another crossing closer to the docks, there would be a tidy profit to be made in tolls. Another bridge was out of the question—it would deny sailing ships access to the Pool of London—and ambitious men turned their thoughts to driving a tunnel beneath the Thames instead. This was not such an obvious idea as it might appear. Although demand for coal was growing fast as the industrial revolution hit high gear, working methods remained primitive. Tunnels were dug by men wielding picks in sputtering candlelight.

No engineers had tunneled under a major river, and the Thames was an especially tricky one. To the north, London was built on a solid bed of clay, ideal tunneling material. To the south and east, however, lay deeper strata of water-bearing sand, gravel and oozing quicksand, all broken up by layers of gravel, silt, petrified trees and the debris of ancient oyster beds. The ground was semi-liquid, and at depth it became highly pressurized, threatening to burst into any construction site.

The wizard of Mauritius

Port Louis, Mauritius, in the first half of the nineteenth century

Port Louis, Mauritius, August 1782. The French Indian Ocean colony—highly vulnerable to British attack at the height of the American Revolutionary War—is in a state of alert. The governor, Viscomte François de Souillac, has been warned that a flotilla of 11 ships is approaching his island. Fearing that this is the long-awaited invasion fleet, De Souillac orders a sloop-of-war out to reconnoiter. But before the vessel can report, the panic ends. De Souillac is informed that the fleet has altered course and is now steering away from Mauritius. A few days later, when the sloop returns, the governor gets confirmation: the ships were actually East Indiamen, British merchant vessels making for Fort William in India.

All this is remarkable chiefly for the source of De Souillac’s intelligence. The governor had his information not from signals made by ships sailing far offshore, nor from land-based lookouts armed with high-powered telescopes, but from a minor member of the local engineering corps, one Étienne Bottineau. And Bottineau was chiefly renowned in Mauritius (or “Île de France,” to give it its contemporary French name) as a man who won a lot of bets in waterfront taverns thanks to his uncanny ability to foresee the arrival of ships that were anywhere from 350 to 700 miles from the island when he announced their approach.

In search of Queen Victoria’s voice

Greetings, Britons and everybody.” Queen Victoria in 1887, at about the time she made her Graphophone recording.

It is a woman’s voice, but it sounds as though it comes drifting toward us across some vast and unbridgeable distance. It is all but drowned out by the snaps and the crackles and pops of what is by any standard a primitive recording. And yet—listened to over and over again—the voice does begin to sound refined. Perhaps even a little bit imperious.

The words that the woman speaks are muffled, but it is possible to make at least a few of them out. Some people have sworn that they can hear “tomatoes,” for example, blurted out toward the end of the track. But what about the very first syllables preserved on the recording—a 20-second audio track believed to have been made more than 130 years ago, late in 1888, in the earliest days of the recording industry? Is that really the voice of Her Imperial Majesty Queen Victoria? And, if it is, can she really be welcoming her listeners with the words: “Greetings, Britons and everybody”?

There is no real doubt that Britain’s longest-reigning monarch allowed her voice to be recorded in that long-ago fall. The man who made the recording freely discussed it and it is recalled in a letter in the Royal Archives, dated 1907; the incident also rates a passing mention (without a source attribution) in Elizabeth Longford’s exhaustive biography of the Queen, Victoria R.I. The question is what happened to the recording after it was made—and, in a broader sense, why it matters whether it still exists. The search for the recording takes us from the New Jersey laboratories of Thomas Edison to the Highlands of Scotland, and from the archives of the Rolls-Royce motor company to the vaults beneath London’s Science Museum. Before we set of on that trail, though, we first need to understand why anyone should be interested in a few utterly unimportant phrases spoken by a long-dead queen.