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TITANIC FORENSIC ANALYSIS
Post 7 of 32: The Coal Fire Theory—Why Correlation Is Not Causation
In 2017, Irish journalist Senan Molony released a documentary titled Titanic: The New Evidence, claiming to have discovered the real cause of the disaster.
According to Molony, a coal bunker fire had been burning in Titanic's hull for weeks before the ship sailed. The intense heat weakened the steel plating at the exact location where the iceberg later struck, making the catastrophic flooding inevitable. White Star Line knew about the damage but sailed anyway, desperate to avoid financial losses from delays.
The documentary gained international media attention. Headlines declared: "Titanic Sank Due to Enormous Uncontrolled Fire, Not Iceberg." The theory spread rapidly across social media, YouTube, and conspiracy forums.
The coal fire theory is compelling because it's partially true: there WAS a documented coal fire aboard Titanic.
But that's where the facts end and the conspiracy begins.
When you examine the location of the fire, the routine nature of coal fires in 1912, the Board of Trade inspection records, and the metallurgical analysis of recovered hull steel, the theory collapses completely.
This post will demonstrate why the coal fire didn't cause the sinking—and why this theory is a perfect example of mistaking correlation for causation.
The Theory: What the 2017 Documentary Claims
Let's start by fairly presenting what Molony and other coal fire theorists claim:
THE COAL FIRE THEORY (2017 VERSION):
- A fire ignited in coal Bunker 6 during construction or shortly after Titanic arrived in Belfast
- The fire burned continuously for two to three weeks before the ship departed Southampton
- Intense heat from the fire reached temperatures of 1,000°C (1,832°F), weakening the steel hull plating
- The weakened section was on the starboard side, near where the iceberg struck
- Photographs show visible "burn marks" on the hull—dark discoloration proving fire damage
- White Star Line executives knew about the structural damage
- They chose to sail anyway rather than delay the voyage and lose money
- When the iceberg struck, the pre-weakened hull failed catastrophically
- The fire, not the iceberg, was the true cause of the sinking
Source: Molony, S., Titanic: The New Evidence (2017 documentary)
The theory gained traction because it offers several psychologically satisfying elements:
- Hidden cause: A secret vulnerability that explains the disaster
- Corporate villainy: White Star knowingly sailing a damaged ship
- Photographic "proof": Visual evidence anyone can examine
- Determinism: The ship was "doomed from the start"
- Recent discovery: Presented as newly uncovered evidence
But compelling isn't the same as accurate.
Let's examine what's actually true—and what falls apart under scrutiny.
What's True: Yes, There Was a Coal Fire
Before debunking the theory, we need to acknowledge the documented facts:
CONFIRMED FACTS ABOUT THE COAL FIRE:
- Location: Coal Bunker 6, boiler room 5/6, starboard (right) side of the ship
- Discovery: Fire detected during coal loading operations in Belfast
- Duration: Burned for approximately 2-3 weeks before departure
- Response: Crew worked continuously to extinguish it by shoveling coal out of the bunker and hosing down hot spots
- Status at sailing: Fire declared extinguished before departure from Southampton (April 10, 1912)
- Official inspection: Board of Trade surveyors examined the area and approved the ship for sailing
- Testimony: Leading Fireman Frederick Barrett testified about the fire at the British Inquiry (May 1912)
- Public knowledge: The fire was NOT a secret—it was documented in official reports
Primary Sources: British Wreck Commissioner's Inquiry testimony (Day 5, Barrett testimony); Board of Trade inspection records (April 1912)
So the conspiracy theorists are correct that there was a coal fire.
What they're wrong about is virtually everything else.
Context: Coal Fires Were Routine in 1912
Here's the critical context that conspiracy theorists either don't know or deliberately omit:
Coal fires aboard ships were extremely common—nearly universal—in the era of coal-powered maritime transport.
Why Coal Spontaneously Combusts
Coal doesn't just sit inertly in a bunker. It's a chemically reactive substance that undergoes continuous oxidation.
THE CHEMISTRY OF SPONTANEOUS COAL COMBUSTION:
- Step 1 - Oxidation: Coal naturally reacts with oxygen in the air (C + O₂ → CO₂ + heat)
- Step 2 - Heat accumulation: In large piles with poor ventilation, heat can't dissipate and builds up
- Step 3 - Self-heating: Accumulated heat accelerates the oxidation reaction (positive feedback loop)
- Step 4 - Critical temperature: Once coal reaches ~150°F (65°C), oxidation rate doubles every 18°F increase
- Step 5 - Ignition: At 200-300°F (93-149°C), coal can spontaneously ignite without external flame
- Bunker conditions: Enclosed spaces + poor air circulation = ideal conditions for spontaneous combustion
This wasn't a design flaw specific to Titanic. It was a fundamental characteristic of storing large quantities of coal in enclosed spaces.
How Common Were Coal Fires on Ships?
COAL FIRE FREQUENCY (1900-1920):
- Industry estimates: 10-20% of coal-powered ships experienced bunker fires during any given voyage
- Annual frequency: Major transatlantic liners averaged 2-3 coal fires per year
- White Star Line: Coal fires occurred regularly across their entire fleet
- RMS Olympic: Titanic's sister ship had multiple documented coal fires during her 24-year career (1911-1935)
- Cunard Line: Both Lusitania and Mauretania experienced coal fires
- Naval vessels: British Royal Navy reported hundreds of coal fire incidents annually
- Standard operating procedure: Every coal-powered ship had established protocols for fighting bunker fires
- Fatal fires: Extremely rare—most were controlled and extinguished as routine maintenance
Sources: UK Board of Trade maritime incident reports (1900-1920); White Star Line operational records; US Navy coal handling manuals (1912)
A coal fire aboard Titanic wasn't unusual, suspicious, or evidence of negligence.
It was an occupational hazard—as routine as refueling.
Imagine a modern conspiracy theory claiming: "The plane crashed because there was fuel in the tanks, and fuel is flammable, therefore the fuel caused the crash."
That's essentially what the coal fire theory argues.
The Fatal Flaw: Wrong Side of the Ship
Here's where the coal fire theory completely collapses:
ICEBERG IMPACT: PORT (left) side of ship, forward hull
These are on OPPOSITE sides of the ship.
This single fact destroys the entire theory.
DETAILED LOCATION COMPARISON:
| Feature | Coal Fire (Bunker 6) | Iceberg Damage |
| Side of ship | Starboard (right) | Port (left) |
| Longitudinal position | Boiler Rooms 5/6 area (midship) | Forward hull, extending aft to Boiler Room 6 |
| Vertical position | Interior bunker (inside hull) | Exterior hull plating (outside) |
| Hull thickness between | ~50+ feet (entire width of ship) | |
| Physical overlap | ZERO—completely opposite sides | |
Source: Titanic deck plans (Harland & Wolff, 1911); wreck site mapping (Ballard expedition, 1985); British Inquiry testimony (Barrett, 1912)
Think about this logically:
- Titanic was 882.5 feet long and 92.5 feet wide
- The coal fire was inside a bunker on the starboard (right) side
- The iceberg scraped along the port (left) side
- The two locations are separated by the entire width of the ship—roughly 50+ feet of steel, machinery, and compartments
For the fire to have caused the sinking, it would need to have weakened hull plating on the PORT side where the iceberg struck.
But the fire was on the STARBOARD side—the opposite side of the ship entirely.
The iceberg never came near where the fire burned. The fire never affected the hull plates that the iceberg struck.
This alone—before we even examine metallurgical evidence—completely debunks the theory.
The "Same General Area" Misdirection
Conspiracy theorists sometimes respond: "But the fire was in the same general longitudinal area as the damage—near Boiler Room 6."
This is deliberate misdirection.
Yes, both were in the forward section of the ship. But saying "same general area" while ignoring that they're on opposite sides is like saying a fire on the east side of a building explains why the west side collapsed.
The longitudinal proximity is meaningless when the lateral separation makes heat transfer physically impossible.
The Science: Metallurgical Evidence Proves No Fire Damage
Even if we ignore the location problem (which we shouldn't), the physical evidence from the wreck itself proves the fire didn't weaken the hull.
What Temperature Is Needed to Weaken Steel?
Steel doesn't weaken significantly unless exposed to sustained high temperatures.
STEEL STRENGTH VS. TEMPERATURE:
| Temperature | Effect on Steel Strength |
| Room temperature (70°F / 21°C) | 100% strength (baseline) |
| 300°F (149°C) | ~98% strength (negligible loss) |
| 400°F (204°C) | ~95% strength (minimal loss) |
| 600°F (316°C) | ~90% strength (slight reduction) |
| 800°F (427°C) | ~70% strength (moderate weakening) |
| 1,000-1,200°F (538-649°C) | ~50% strength (significant weakening begins) |
| 1,500°F (816°C) | ~25% strength (structural failure likely) |
| 2,500°F+ (1,371°C+) | Steel begins to melt |
Source: American Society for Testing and Materials (ASTM) steel temperature testing standards; structural engineering handbooks
Key takeaway: Steel needs sustained exposure to temperatures above 1,000°F to experience significant structural weakening.
What Temperature Did the Coal Fire Reach?
TYPICAL COAL BUNKER FIRE TEMPERATURES:
- Normal smoldering fire: 300-500°F (149-260°C) in enclosed bunker
- Active fire (with air supply): 600-900°F (316-482°C)
- Maximum recorded in ship bunkers: ~1,000°F (538°C) at absolute peak
- Heat dissipation factors: Steel hull acts as massive heat sink; seawater on exterior continuously cools hull plating
- Temperature at hull plating: Significantly lower than fire core due to thermal mass and water cooling
- Duration at peak: Hours to 1-2 days before crew intervention reduces temperature
Critical point: Coal bunker fires rarely reach sustained temperatures sufficient to significantly weaken thick steel hull plating, especially with continuous water cooling on the exterior.
The conspiracy theory claims temperatures reached 1,000°C (1,832°F)—hot enough to melt steel.
This is physically implausible for a coal bunker fire in an enclosed ship.
Coal fires in bunkers don't have sufficient oxygen supply to reach blast furnace temperatures. The fire would have self-extinguished long before reaching 1,832°F.
The NIST Metallurgical Analysis: Definitive Scientific Evidence
In 1998, the National Institute of Standards and Technology (NIST) conducted comprehensive metallurgical analysis of steel samples recovered from the Titanic wreck.
This wasn't some amateur investigation—it was rigorous scientific analysis by one of the world's leading materials science laboratories.
NIST METALLURGICAL FINDINGS (1998):
- Samples analyzed: Hull plates and rivets recovered from wreck site by multiple expeditions (1991-1996)
- Testing methods: Microscopic examination, tensile strength testing, chemical composition analysis, fracture surface analysis, microstructure examination
- Fire damage indicators examined: Heat-affected zone microstructure, grain growth patterns, oxidation layers, carbon migration, tempering effects, strength degradation patterns
- Fire-related damage found: NONE
- Actual failure mechanism identified: Brittle fracture of wrought iron rivets with high slag content, exacerbated by freezing water temperature (28°F / -2°C)
- Hull steel condition: Steel plates showed normal material properties consistent with 1912 manufacturing—no evidence of thermal degradation
- Conclusion: Structural failure was due to rivet failure and brittle fracture, not fire-related weakening
Source: Foecke, T., "Metallurgy of the RMS Titanic," NIST Technical Report (1998); published findings in multiple peer-reviewed journals
Scientific analysis of hull steel recovered from the wreck shows ZERO evidence of fire-related weakening.
The steel failed due to rivet failure and brittle fracture in freezing water—not fire damage.
What Fire Damage Would Look Like
If the hull had been significantly weakened by fire, metallurgical analysis would have revealed:
METALLURGICAL SIGNATURES OF FIRE DAMAGE:
- Grain growth: Steel crystals enlarge when heated above critical temperature (visible under microscope)
- Microstructure changes: Phase transformations create distinct patterns in heat-affected zones
- Oxidation layers: Characteristic scale formation on surfaces exposed to high heat
- Carbon migration: Decarburization or carburization patterns near heated surfaces
- Hardness variations: Heat treatment effects create measurable hardness gradients
- Residual stress patterns: Thermal cycling creates characteristic internal stress distributions
None of these signatures were found in Titanic hull samples.
The NIST researchers were specifically looking for fire damage—they weren't trying to debunk a conspiracy theory (the coal fire theory didn't exist yet in 1998).
They found no evidence because there was no fire damage to find.
The Photograph "Evidence": Shadows, Not Burns
The 2017 documentary presented photographs showing dark marks on Titanic's hull as "proof" of fire damage.
Maritime historians and photographic experts immediately identified multiple problems with this interpretation.
Alternative Explanations for Hull Discoloration
WHY PHOTOGRAPHS SHOW DARK AREAS:
- Shadows from superstructure: Upper decks, funnels, and rigging cast shadows on hull—dark areas are often just shadows
- Coal dust accumulation: Loading 6,000+ tons of coal created airborne dust that settled on hull (routine, washed off at sea)
- Paint application variations: Multiple coats of primer and final paint created color variations during construction
- Wet vs. dry areas: Water on hull surface appeared darker in photographs
- Photographic limitations: 1912 photography had extremely limited dynamic range; exposure variations created artificial dark/light contrasts
- Glass plate defects: Early photographic plates had emulsion inconsistencies that created artifacts
- Pareidolia: Human tendency to see patterns—viewers expecting fire damage interpret normal variations as burn marks
- Wrong location: The dark marks are on the starboard side—opposite from where the iceberg struck
Expert Photographic Analysis
After the 2017 documentary aired, multiple maritime historians and photographic experts analyzed the images:
EXPERT CONCLUSIONS:
- Parks Stephenson (Titanic historian): "The dark areas are consistent with shadows and coal dust, not burn damage."
- Don Lynch (Titanic Historical Society): "We've examined these photographs for decades—there's no evidence of fire damage visible from exterior."
- Dave Gittins (maritime researcher): "The 'burn marks' are on the wrong side of the ship and don't correlate with any fire location."
- Photographic experts: Confirmed that 1912 glass plate photography creates exactly these kinds of shadow artifacts
The photographs don't show what conspiracy theorists claim they show.
This is a classic case of starting with a conclusion (fire damage) and then interpreting ambiguous evidence to support that conclusion, rather than examining the evidence objectively.
The Inspection: Board of Trade Approved Sailing
If the coal fire had caused structural damage serious enough to doom the ship, British government inspectors would have found it.
They didn't, because it didn't exist.
BOARD OF TRADE INSPECTION (APRIL 10, 1912):
- Inspector: Francis Carruthers (senior surveyor, Board of Trade)
- Inspection type: Comprehensive pre-sailing survey (legally required for passenger vessels)
- Scope: Hull integrity, watertight compartments, machinery, safety equipment, lifeboats, crew competency
- Coal fire examination: Inspectors specifically examined Bunker 6 area after fire was reported extinguished
- Structural damage assessment: No damage noted in official inspection report
- Hull plating inspection: Exterior and interior hull examined—no concerns documented
- Certification issued: Ship approved for passenger service with full certification
- Post-disaster testimony: Carruthers testified at British Inquiry that ship was seaworthy at departure
Source: Board of Trade inspection records (April 1912); British Wreck Commissioner's Inquiry testimony (Carruthers, 1912)
The Board of Trade inspection wasn't a rubber stamp. These were experienced marine surveyors whose job was to prevent exactly the kind of disaster that occurred.
For the coal fire theory to be true, we must believe:
- The fire caused catastrophic structural weakening (despite being on wrong side of ship)
- Experienced British government inspectors completely failed to detect this damage
- White Star Line executives knowingly sailed a structurally compromised ship
- The damage happened to be at the exact location where an iceberg would later strike (astronomical coincidence)
- Modern metallurgical analysis somehow missed all evidence of fire damage
This requires multiple layers of incompetence, conspiracy, and impossible coincidence.
The Financial Incentive Problem
Some versions of the coal fire theory suggest White Star knew the ship was damaged but sailed anyway to avoid financial losses from delays.
This makes absolutely no economic sense.
COST-BENEFIT ANALYSIS: DELAY VS. DISASTER
| Scenario | Financial Cost |
| Delay sailing for repairs (1-2 weeks) |
• Passenger refunds/compensation: ~£5,000 • Lost ticket revenue: ~£10,000 • Repair costs: ~£5,000 • TOTAL: ~£20,000 |
| Lose the ship entirely |
• Construction cost lost: £1,564,000 • Uninsured portion: £500,000+ • Liability claims: £664,000 (actual settlement) • Reputation damage: Incalculable • TOTAL: £2,728,000+ (minimum) |
| Cost ratio | Delay costs less than 1% of disaster cost |
No rational business executive would risk a £2+ million asset to save £20,000 in delay costs.
The financial incentive was overwhelmingly to NOT sail a damaged ship. Even if White Star executives were completely amoral and cared only about money (which we'll examine in Section 2), the math makes sailing a structurally compromised ship financial suicide.
Greed would have demanded they delay and repair, not risk total loss.
The Logic Problem: Correlation Is Not Causation
At its core, the coal fire theory commits a fundamental logical fallacy.
THE LOGICAL FALLACY:
Observation 1: There was a coal fire aboard Titanic
Observation 2: Titanic sank
Logical fallacy: Therefore the fire caused the sinking
Actual causation: The fire was unrelated; sinking was caused by iceberg impact leading to rivet failure
Two things can both be true without being causally related.
Titanic had a coal fire. Titanic sank. Both facts are historically accurate. But the fire didn't cause the sinking any more than the fact that Titanic served breakfast on April 14 caused the sinking.
The Coincidence That Isn't
Conspiracy theorists often ask: "What are the odds that there would be a fire near where the iceberg struck?"
Answer: Actually pretty good.
WHY THE "COINCIDENCE" ISN'T SUSPICIOUS:
- Multiple bunker locations: Titanic had 29 coal bunkers distributed throughout the ship
- Large impact zone: Iceberg damage extended ~300 feet along hull (nearly 1/3 of ship's length)
- Probability of overlap: With bunkers throughout ship and damage covering 300 feet, some longitudinal overlap is statistically likely
- Lateral separation: Fire and damage were on opposite sides—no actual physical overlap
- Hindsight bias: We only notice the "coincidence" because we know the ship sank
- Selection bias: We ignore the 28 other bunkers that had no fires and weren't near damage
If Titanic had completed her voyage successfully, no one would have given the routine coal fire a second thought.
The fire only seems significant in retrospect—because we know what happened next.
This is classic hindsight bias: the human tendency to see past events as having been predictable or meaningful when they weren't.
Why This Theory Persists: The Psychology of Hidden Causes
The coal fire theory is attractive precisely because it offers a hidden cause—a secret vulnerability that "explains" the disaster.
Psychologically, this is more satisfying than the mundane truth.
WHY PEOPLE PREFER THE COAL FIRE THEORY:
- Determinism: "Ship was doomed from the start" is more dramatic than random accident
- Hidden knowledge: "Secret damage" feels like insider information
- Single cause: Easier to understand one cause (fire) than multiple factors (rivets, speed, ice, regulations)
- Blame assignment: Creates clear villains (White Star executives who "knew")
- Novelty appeal: Presented as "new evidence" in 2017 documentary
- Visual "proof": Photographs seem to show evidence
- Rejection of randomness: Human psychology resists accepting that disasters can result from ordinary circumstances
But satisfying isn't the same as true.
The mundane truth is: There was a routine coal fire. It was fought and extinguished. The ship was inspected and approved. Four days later, an iceberg struck the opposite side of the ship, causing catastrophic rivet failure in freezing water. The fire was unrelated.
Sometimes a coal fire is just a coal fire.
What Actually Caused the Sinking (Preview of Posts 10-14)
The coal fire didn't cause the sinking. But something did.
In Section 2 of this series (Posts 10-22), we'll document the actual causes—and they're far more damning than any conspiracy theory:
THE REAL CAUSES (COMING IN POSTS 10-14):
- Post 10 - Financial Pressure: IMM's massive debt load created cost-cutting imperative
- Post 11 - Rivet Failure: Substandard wrought iron rivets with high slag content (NIST metallurgical analysis proves this was the failure mechanism)
- Post 12 - Speed Decision: Running 21-22 knots through known ice field was industry-wide standard practice
- Post 13 - Regulatory Failure: Obsolete lifeboat requirements from 1894—written for 10,000-ton ships, applied to 46,000-ton Titanic
- Post 14 - Calculated Risk: This wasn't accident or conspiracy—it was predictable cost-benefit analysis accepting human risk
THESIS: The disaster resulted from systemic financial pressure, cost-cutting in materials, regulatory capture, and industry-wide acceptance of risk—not from conspiracy or coal fires.
The real story is more damning—and more actionable—than any coal fire conspiracy.
Summary: What We Know About the Coal Fire
✓ TRUE: There was a coal fire in Bunker 6 before sailing
✓ TRUE: Coal fires were routine aboard coal-powered ships (10-20% occurrence rate)
✓ TRUE: Fire was fought by crew and declared extinguished before departure
✓ TRUE: Board of Trade inspectors examined the area and approved ship for sailing
✓ TRUE: The fire was documented in official records—it wasn't a secret
✗ FALSE: The fire weakened the hull where the iceberg struck
✗ FALSE: Fire was on starboard side; iceberg struck port side (opposite sides of ship)
✗ FALSE: NIST metallurgical analysis shows zero evidence of fire-related hull weakening
✗ FALSE: Photographs show "burn marks" (actually shadows, coal dust, and photographic artifacts)
✗ FALSE: Fire reached 1,000°C temperatures (physically implausible in enclosed bunker)
✗ FALSE: White Star knowingly sailed a structurally compromised ship
The coal fire theory is correlation mistaken for causation—a classic logical familyfallacy amplified by hindsight bias, photographic misinterpretation, and the human desire for dramatic hidden causes.
The fire existed. The ship sank. These facts are both true but causally unrelated.
The Danger of False Conspiracies
Debunking the coal fire theory isn't just an academic exercise.
False conspiracy theories actively harm our understanding of what actually happened—and why it matters.
HOW FALSE THEORIES CAUSE HARM:
- Distraction from real causes: People focus on debunking fire theory instead of examining actual negligence
- Lower evidentiary standards: Once people believe one false theory, they're more susceptible to others
- Obscure systemic issues: Focusing on "secret damage" prevents recognition of systemic cost-cutting and regulatory failure
- Make legitimate criticism seem conspiratorial: When real negligence is discussed alongside false theories, it all gets dismissed together
- Protect actual culpability: False theories about fires and sabotage shield the real story of financial pressure and calculated risk
This pattern will become clearer in Post 29 ("Why Conspiracy Theories Protect the Guilty"), but it's worth noting now:
Every hour spent debunking the coal fire theory is an hour NOT spent examining the documented financial pressure, the metallurgically proven rivet failures, the obsolete regulations, and the legal system that let White Star pay $664,000 for 1,500 deaths.
False conspiracies don't just distract from the truth—they actively protect those who were actually responsible.
Conclusion: Ordinary Causes, Extraordinary Consequences
The coal fire theory fails on every level:
- Location: Fire was on starboard side, iceberg struck port side
- Science: Metallurgical analysis shows no fire damage
- Temperature: Coal bunker fires don't reach hull-weakening temperatures
- Inspection: Government inspectors found no structural damage
- Economics: Sailing damaged ship makes no financial sense
- Logic: Correlation does not equal causation
The coal fire was real. The disaster was real. The connection between them is not.
What actually caused the sinking was far more mundane—and far more damning:
Titanic sank because of cost-cutting in materials (cheap rivets), speed through known ice (industry standard practice), obsolete regulations (1894 lifeboat rules), and a legal system designed to protect ship owners from liability.
No conspiracy. No sabotage. No hidden fire damage.
Just capitalism functioning normally—and 1,500 people paying the price.
We'll document all of this—with primary sources, government testimony, and scientific analysis—in the posts to come.
Next in This Series
Post 8: The Californian's Non-Rescue—Negligence, Not Conspiracy
SS Californian was stopped in ice roughly 10-20 miles from Titanic. Her crew saw distress rockets. Her wireless operator had gone to bed. Captain Stanley Lord claimed he thought the rockets came from a different ship.
Conspiracy theorists claim Lord was ordered not to respond—that Californian was part of a coordinated plot.
The truth is worse than conspiracy: it was ordinary negligence, inadequate regulations, and human failure to act when action was desperately needed.
Next week, we examine what happened aboard Californian—and what didn't.
ABOUT THIS RESEARCH
This post is part of a 32-part forensic analysis examining Titanic conspiracy theories and documenting the real causes of the disaster. Research conducted in collaboration with Claude 3.5 Sonnet (Anthropic). All claims are supported by primary sources, government inquiry testimony, peer-reviewed scientific analysis, and contemporary documentation.
Key sources for this post: British Wreck Commissioner's Inquiry testimony (1912); Board of Trade inspection records; Foecke, T., "Metallurgy of the RMS Titanic," NIST (1998); White Star Line operational records; maritime coal handling manuals (1900-1920); Molony, S., Titanic: The New Evidence documentary (2017).
To be published via Trium Publishing House Limited
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