Thursday, March 10, 2011

Axis bank EMI calculator

An equated monthly
installment (EMI) is the fixed
monthly payment made by a
borrower to the lender each
calendar month. The amount
of the EMI depends upon the
loan amount, interest rate
charged for the loan and the
duration in which the loan is
to be repaid. The EMI is made
up of two parts, the principal
amount and the interest on
the principal amount divided
across each month in the loan
tenure. The EMI is always paid
up to the lender on a fixed
date each month until the
loan is paid off in full at the
end of the tenure. The benefit
of an EMI for borrowers is that
they know precisely how much
money they will need to pay
toward their loan each month,
making the personal budgeting
process easier.
Amortization Tables and Why
They Are Useful
Now, you might assume that
the EMI is applied in equal
parts towards the principal
and the interest every month,
however this not the case.
During the initial years the
interest component repaid is
higher and during the latter
years of repayment the
principal component is higher.
While a portion of every
payment is applied towards
both the interest and the
principal balance of the loan,
the exact amount applied to
principal each time varies (with
the remainder going to
interest). An amortization
schedule reveals the amount
applied towards interest, as
well as the amount paid
towards the principal balance,
with each payment. Initially, a
large portion of each payment
is devoted to interest. As the
loan matures, larger portions
go towards paying down the
principal. In addition to
breaking down each payment
into interest and principal
portions, an amortization
schedule also reveals the
remaining principal balance on
each payment date.
Articles you may find useful:
EMI explained
EMI is an oft repeated term
that is associated with any loan
taken. Let us understand how
EMI works and what are the
different aspects associated
with EMI. The EMI facility helps
the borrower plan his budget.
The EMI is calculated taking
into account the loan amount,
the time frame for repaying
the loan and the interest rate
on the borrowed sum. read
more
Taking a home loan? Beware
of these facts
Sameer Tiwari, a Pune based
mechanical engineer, thought
he had made a "prudent
decision" by opting for a fixed
rate EMI when he took his
home loan five years ago from
a reputed national bank.
Three years after the date of
disbursement, Sameer received
a letter, which said it was time
for renewal of his loan and
that the interest on his fixed
home loan had been increased
by 0.5 per cent. Though this
did not mean a change in the
actual EMI he paid, this would
however reflect first on his
loan tenure, which would be
increased to accommodate the
interest change. On checking
with the bank, he learned that
there was a clause in the
agreement that said the fixed
rate was only for a period of
three years and not for the
entire loan tenure! read more
Home loan rates - Beware of
arithmetical jugglery
The term 'rest' comes into the
picture only for reducing
balance loans. In a reducing
balance loan with each EMI
paid, the outstanding loan
amount is recalculated. A 'rest'
is the period in which the bank
recalculates the loan amount
outstanding based upon the
amount of loan paid back
through Equated monthly
installments, i.e. EMIs. Note
that this is also the periodicity
of compounding. read more
Factors that influence the loan
rate
Banks have something called
the benchmark prime lending
rate, which is a reference
interest rate that is used as a
benchmark to determine the
interest rate that is passed on
to the customer. This will
accordingly reflect in the EMI
the borrower has to shell out
to repay his loan. The interest
rate that is finally passed on to
the customer is X% plus or
minus this benchmark prime
lending rate and will
correspondingly increase or
decrease his EMI or loan
tenure, at the time of applying
for his loan. read more
Switch home loan, save Rs 8
lakh
I had taken a home loan of Rs
9 lakh from ICICI bank in
November 2004, at a 7 per
cent floating interest rate for
20 years. Since then, interest
rates have gone up
considerably. Now, my
Equated Monthly Installment
(EMI) has also increased and I
have a remaining tenure of 23
years. I am planning to shift
my loan to State Bank of India
(SBI). They have offered
almost the same EMI and for a
15 year tenure. Should I shift?
-- Tanmay Shastri When
interest rates increase, either
loan tenure or EMI (or both in
some cases) go up. See if
another lender offers you a
considerably lower EMI or
tenure, with other aspects
being more or less constant. If
yes, then you stand to gain
with a switch.

Monday, March 7, 2011

Rotterdam Rule 2009 Colloquium

Rotterdam Rules 2009 Colloquium
If you would like to know everything about the Rotterdam Rules 2009, you should not miss the Colloquiumon Monday 21 September 2009!
9.00 - 17.00 hrs
Colloquium on the RotterdamRules
under the auspices of UNCITRAL and CMI
Venue: De Doelen
Chair: Rafael Illescas Ortiz, Spain
Opening and welcome address by Ernst Hirsch Ballin, Minister of Justice, Netherlands. Further welcome addresses by
*.Renaud Sorieul, Secretary of UNCITRAL
*.Karl-Johan Gombrii, Presidentof the CMI
Presentations on various subjects relating to the Rotterdam Rules by:
Kofi Mbiah, Ghana
The Balance of Liabilities between the Carrier and the Shipper
Hannu Honka, Finland
Scope of Application and Freedom of Contract
Diego Esteban Chami, Argentina
Obligations of the Carrier
Ibrahima Khalil Diallo, Senegal
Obligations and Liabilities of theShipper
Yuzhuo Si, China
The New Structure of the Basis of Liability for the Carrier
Francesco Berlingieri, Italy
Multimodal Aspects
Tomotaka Fujita, Japan
Performing Parties and Himalaya Protection
Michael Sturley, United States
Jurisdiction
Sergey Lebedev, Russian Federation
Arbitration
Charles Debattista, United-Kingdom
The Goods Carried: who gets them and who controls them?
Abhinayan Basu Bal
on behalf of the World Maritime University, Malmö Sweden A Legal and Economic Analysis of the Volume Contract Concept
Lunch included

what is rotterdam rule.

On 11 December 2008 The UN
General Assembly adopted the
"Convention of Contracts for the
International Carrying of Goods
Wholly or Partly by Sea" and
authorized a signing ceremony
for the Convention to be held in
Rotterdam, recommending the
new Convention to be known as
the "Rotterdam Rules".
The Convention extends and
modernizes the existing
international rules relating to
contract of maritime carriage of
goods. The aim is that the

Tuesday, March 1, 2011

Legends and myths regardingRMS Titanic

Unsinkable
Contrary to popular mythology,
Titanic was never described as
"unsinkable", without
qualification, until after she sank.
[143][144] There are three trade
publications (one of which was
probably never published) that
describe Titanic as unsinkable,
prior to her sinking, but there is
no evidence that the notion of
Titanic's unsinkability had
entered public consciousness
until after the sinking.[143]
General arrangement of the 16
main compartments of Titanic.
The double bottom was 7 feet
high and divided into 44
watertight compartments. There
were additional 13 small
compartments above the tank
top, e.g. for the shaft tunnels.
[131]
The trade journal The
Shipbuilder and Marine Engine
Builder described in their June
1911 Special Number devoted to
Olympic and Titanic that "The
captain may, by simply moving
an electric switch, instantly close
the watertight doors throughout,
making the vessel virtually
unsinkable."[145] In fact the
vessel was designed to comply
with Grade 1 subdivision
proposed by the 1891 Bulkhead
Committee, meaning that it
could stay afloat with any two
adjoining out of its 16 main
compartments in free
communication with the sea. The
height of the bulkhead deck
above the water line in flooded
condition was well above the
requirements and the vessel
indeed would have been able to
float with three adjoining
compartments flooded in 11 out
of 14 possible combinations.[146]
The first unqualified assertion of
Titanic's unsinkability appears the
day after the tragedy (on 16
April 1912) in The New York
Times, which quotes Philip A. S.
Franklin, vice president of the
White Star Line as saying, when
informed of the incident,
I thought her unsinkable
and I based my opinion on
the best expert advice
available. I do not
understand it.[147]
This comment was seized upon
by the press and the idea that
the White Star Line had
previously declared Titanic to be
unsinkable (without qualification)
gained immediate and
widespread currency.[148]
David Sarnoff, wireless
reports and the use of SOS
An often-quoted story that has
been blurred between fact and
fiction states that the first person
to receive news of the sinking
was David Sarnoff, who would
later lead media giant RCA. In
modified versions of this legend,
Sarnoff was not the first to hear
the news (though Sarnoff
willingly promoted this notion),
but he and others did staff the
Marconi wireless station
(telegraph) atop the Wanamaker
Department Store in New York
City, and for three days, relayed
news of the disaster and names
of survivors to people waiting
outside. However, even this
version lacks support in
contemporary accounts. No
newspapers of the time, for
example, mention Sarnoff. Given
the absence of primary evidence,
the story of Sarnoff should be
properly regarded as a legend.
[149][150][151][152][153]
Despite popular belief, the
sinking of Titanic was not the first
time the internationally
recognised Morse code distress
signal "SOS" was used. The SOS
signal was first proposed at the
International Conference on
Wireless Communication at Sea
in Berlin in 1906. It was ratified
by the international community
in 1908 and had been in
widespread use since then. The
SOS signal was, however, rarely
used by British wireless
operators, who preferred the
older CQD code. First Wireless
Operator Jack Phillips began
transmitting CQD until Second
Wireless Operator Harold Bride
half jokingly suggested, "Send
SOS; it's the new call, and this
may be your last chance to send
it." Phillips then began to
intersperse SOS with the
traditional CQD call.[154]
Titanic's band
Members of Titanic's band.
One of the most famous stories
of Titanic is of the ship's band.
On 15 April the eight-member
band, led by Wallace Hartley,
had assembled in the first-class
lounge in an effort to keep
passengers calm and upbeat.
Later they moved on to the
forward half of the boat deck.
The band continued playing,
even when it became apparent
the ship was going to sink, and
all members perished.
There has been much
speculation about what their last
song was.[155] A first-class
Canadian passenger, Mrs. Vera
Dick, alleged that the final song
played was the hymn " Nearer,
My God, to Thee". Hartley
reportedly once said to a friend
if he were on a sinking ship,
"Nearer, My God, to Thee"
would be one of the songs he
would play.[156] But Walter
Lord's book A Night to
Remember popularised wireless
operator Harold Bride's 1912
account (New York Times) that
he heard the song "Autumn"
before the ship sank. It is
considered Bride either meant
the hymn called "Autumn" or
waltz "Songe d'Automne" but
neither were in the White Star
Line songbook for the band.
[156] Bride is the only witness
who was close enough to the
band, as he floated off the deck
before the ship went down, to
be considered reliable —Mrs.
Dick had left by lifeboat an hour
and 20 minutes earlier and could
not possibly have heard the
band's final moments. The
notion that the band played
"Nearer, My God, to Thee" as a
swan song is possibly a myth
originating from the wrecking of
SS Valencia, which had received
wide press coverage in Canada in
1906 and so may have
influenced Mrs. Dick's
recollection.[143] Also, there are
two, very different, musical
settings for "Nearer, My God, to
Thee": one is popular in Britain,
and the other is popular in the
U.S., and the British melody
might sound like the other hymn
("Autumn").[citation needed] The
film A Night to Remember (1958)
uses the British setting; while the
1953 film Titanic, with Clifton
Webb, uses the American setting.
[ citation needed]
The stories of W.T. Stead
Main article: William Thomas
Stead
Another often cited Titanic
legend concerns perished first
class passenger, William Thomas
Stead. According to this folklore,
Stead had, through precognitive
insight, foreseen his own death
on Titanic. This is apparently
suggested in two fictional sinking
stories, which he penned
decades earlier. The first, "How
the Mail Steamer Went Down in
Mid-Atlantic, by a
Survivor" (1886), tells of a mail
steamer's collision with another
ship, resulting in high loss of life
due to lack of lifeboats.[157] The
second, "From the Old World to
the New" (1892) features a White
Star Line vessel, Majestic, that
rescues survivors of another ship
that had collided with an
iceberg.[158]
The Titanic curse
When Titanic sank, claims were
made that a curse existed on the
ship. The press quickly linked the
"Titanic curse" with the White
Star Line practice of not
christening their ships
(notwithstanding the opening
scene of the film A Night to
Remember).[143]
One of the most widely spread
legends linked directly into the
sectarianism of the city of Belfast,
where the ship was built. It was
suggested that the ship was given
the number 390904 which, when
reflected, resembles the letters
"NOPOPE", a sectarian slogan
attacking Roman Catholics,
widely used by extreme
Protestants in Northern Ireland,
where the ship was built. In the
extreme sectarianism of the
region, the ship's sinking was
alleged to be on account of anti-
Catholicism by her
manufacturers, the Harland and
Wolff company, which had an
almost exclusively Protestant
workforce and an alleged record
of hostility towards Catholics.
(Harland and Wolff did have a
record of hiring few Catholics;
whether that was through policy
or because the company's
shipyard in Belfast's bay was
located in almost exclusively
Protestant East Belfast —through
which few Catholics would travel
— or a mixture of both, is a
matter of dispute.)[159] In fact,
RMS Olympic and Titanic were
assigned the yard numbers 400
and 401 respectively.[160]
Alleged predictions of the
disaster
At the time the Titanic sank, the
1 May 1912 issue of The Popular
Magazine, an American pulp
magazine, was on the
newsstands. It contained the
short story "The White Ghost of
Disaster," which described the
collision of an ocean liner with
an iceberg in the Atlantic Ocean,
the sinking of the vessel, and the
fate of the passengers. The story,
by Mayn Clew Garnett (the
pseudonym of sea-story author
T. Jenkins Hains), created a
minor sensation.[

HOW TITANIC SINKS

Current condition of the wreck
Many scientists, including Robert
Ballard, are concerned that visits
by tourists in submersibles and
the recovery of artefacts are
hastening the decay of the
wreck. Underwater microbes
have been eating away at
Titanic's steel since the ship sank,
but because of the extra damage
caused by visitors the National
Oceanic and Atmospheric
Administration
estimates that "the hull and
structure of the ship may
collapse to the ocean floor
within the next 50 years."[103]
[104]
Ballard's book Return to Titanic,
published by the National
Geographic Society, includes
photographs depicting the
deterioration of the promenade
deck and damage caused by
submersibles landing on the ship.
The mast has almost completely
deteriorated and has been
stripped of its bell and brass
light. Other damage includes a
gash on the bow section where
block letters once spelled Titanic,
part of the brass telemotor
which once held the ship's
wooden wheel is now twisted
and the crow's nest has
completely deteriorated.[105]
The bacterium Halomonas
titanicae, as described in the
December 2010 issue of the
International Journal of
Systematic and Evolutionary
Microbiology
, has been isolated from rusticles
on the remains of the Titanic.
[106] The metabolic processes of
this bacterium have been shown
to cause rapid degradation of
the wreckage. Dr. Henrietta
Mann, co-discoverer of the
bacterium, said, "In 1995, I was
predicting that Titanic had
another 30 years . . . But I think
it's deteriorating much faster
than that now. Eventually there
will be nothing left but a rust
stain."[107]
Ownership and litigation
Titanic's rediscovery in 1985
launched a debate over
ownership of the wreck and the
valuable items inside. On 7 June
1994 RMS Titanic Inc., a
subsidiary of Premier Exhibitions
Inc., was awarded ownership and
salvaging rights by the United
States District Court for the
Eastern District of Virginia
.[108] (See Admiralty law)[109]
Since 1987, RMS Titanic Inc. and
her successors have conducted
seven expeditions and salvaged
over 5,500 historic objects. The
biggest single recovered object
was a 17-ton section of the hull,
recovered in 1998.[110] Many of
these items are part of travelling
museum exhibitions.
In 1993, a French administrator
in the Office of Maritime Affairs
of the Ministry of Equipment,
Transportation, and Tourism
awarded RMS Titanic Inc.'s
predecessor title to the relics
recovered in 1987.[111]
In a motion filed on 12 February
2004, RMS Titanic Inc. requested
that the district court enter an
order awarding it "title to all the
artifacts (including portions of
the hull) which are the subject of
this action pursuant to the Law
of Finds" or, in the alternative, a
salvage award in the amount of
$225 million. RMS Titanic Inc.
excluded from its motion any
claim for an award of title to the
objects recovered in 1987, but it
did request that the district court
declare that, based on the
French administrative action,
"the artifacts raised during the
1987 expedition are
independently owned by RMST."
Following a hearing, the district
court entered an order dated 2
July 2004, in which it refused to
grant comity and recognise the
1993 decision of the French
administrator, and rejected RMS
Titanic Inc.'s claim that it should
be awarded title to the items
recovered since 1993 under the
Maritime Law of Finds.[112]
RMS Titanic Inc. appealed to the
United States Court of Appeals
for the Fourth Circuit
. In its decision of 31 January
2006[113] the court recognised
"explicitly the appropriateness of
applying maritime salvage law to
historic wrecks such as that of
Titanic" and denied the
application of the Maritime Law
of Finds. The court also ruled
that the district court lacked
jurisdiction over the "1987
artifacts", and therefore vacated
that part of the court's 2 July
2004 order. In other words,
according to this decision, RMS
Titanic Inc. has ownership title to
the objects awarded in the
French decision (valued $16.5
million earlier) and continues to
be salver-in-possession of the
Titanic wreck. The Court of
Appeals remanded the case to
the District Court to determine
the salvage award ($225 million
requested by RMS Titanic Inc.).
[114]
On 24 March 2009, it was
revealed that the fate of 5,900
artefacts retrieved from the
wreck will rest with a US District
Judge's decision.[115] The ruling
will decide whether the artefacts
should be placed in a public
exhibit or in the hands of private
collectors. The judge will also
rule on the RMS Titanic Inc.'s
degree of ownership of the
wreck as well as establishing a
monitoring system to check
future activity upon the wreck
site.[116] On 12 August 2010,
Judge Rebecca Beach Smith
granted RMS Titanic, Inc. fair
market value for the artefacts,
but says that it may take another
year to decide how that award
will be paid.[117]
Possible factors in the sinking
The iceberg buckled Titanic's
hull, allowing water to flow into
the ship.
It is well established that the
sinking of Titanic was the result
of an iceberg collision, which
fatally punctured the ship's five
forwardmost watertight
compartments. Less obvious,
however, are the reasons for the
collision itself (which occurred on
a clear night, and after the ship
had received numerous ice
warnings), the factors underlying
the sheer extent of the damage
sustained by the ship, and the
reasons for the extreme loss of
life.[118]
Construction and metallurgy
Originally, historians thought the
iceberg had cut a gash into
Titanic's hull. Since the part of
the ship that the iceberg
damaged is now buried, scientists
used sonar to examine the area
and discovered the iceberg had
caused the hull to buckle,
allowing water to enter Titanic
between her steel plates.[118]
The steel plate used for Titanic's
hull was of 1 to 1½ inch (2.5 to
3.8 cm) thickness.[119] A detailed
analysis of small pieces of the
steel plating from Titanic found
that it was of a metallurgy that
loses its ductility and becomes
brittle in cold or icy water,
leaving it vulnerable to dent-
induced ruptures. The pieces of
steel were found to have very
high content of phosphorus and
sulphur (4× and 2× respectively,
compared with modern steel),
with manganese-sulphur ratio of
6.8:1 (compared with over 200:1
ratio for modern steels). High
content of phosphorus initiates
fractures, sulphur forms grains
of iron sulphide that facilitate
propagation of cracks, and lack
of manganese makes the steel
less ductile. The recovered
samples were found to be
undergoing ductile-brittle
transition in temperatures of 90
°F (32 °C) for longitudinal
samples and 133 °F (56 °C) for
transversal samples, compared
with transition temperature of
− 17 °F (−27 °C) common for
modern steels: modern steel
would only become so brittle in
between −76 °F and −94 °F (−60
°C and −70 °C). Titanic's steel,
although "probably the best
plain carbon ship plate available
at the time", was thus unsuitable
for use at low temperatures.
[120] The anisotropy was
probably caused by hot rolling
influencing the orientation of the
sulphide stringer inclusions. The
steel plate for Titanic was
supplied by David Colville & Sons
using acid-lined, open hearth
furnaces at their Dalzell Steel
and Iron Works in Motherwell
near Glasgow, which would
explain the high content of
phosphorus and sulphur, even
for the time.[120][121] But it
seems highly probable that this
brittle steel sample used for the
analysis above was not all
representative for the ship as it
was a fractured part out of the
debris field, probably making it a
"self-selected" sample of worst
quality.[122] Newer analysis,
using slow bend tests on six hull
samples at room temperature
and at 0°C, suggest that Titanic's
hull steel was by no means a
brittle material, even at ice-brine
temperatures.[122]
Another factor was the rivets
holding the hull together, which
were much more fragile than
once thought.[121][123] From 48
rivets recovered from the hull of
Titanic, scientists found many to
be riddled with high
concentrations of slag. A glassy
residue of smelting, slag can
make rivets brittle and prone to
fracture. Records from the
archive of the builder show that
the ship's builder ordered No. 3
iron bar, known as "best "—not
No. 4, known as "best-best", for
its rivets, although shipbuilders at
that time typically used No. 4
iron for rivets. Rivets of "best
best" iron had a tensile strength
of approximately 80% of steel's;
"best" iron was only around 73%.
[124] The company also had
shortages of skilled riveters,
particularly important for hand
riveting, which took great skill:
the iron had to be heated to a
precise colour and shaped by
the right combination of hammer
blows. The company used steel
rivets, which were stronger and
could be installed by machine,
on the central hull, where
stresses were expected to be
greatest, using iron rivets for the
stern and bow.[121] Despite this,
the most extensive and finally
fatal damage the Titanic
sustained, at boiler rooms No. 5
and 6, was done in an area
where steel rivets were used.
[119][125]
Rudder construction and
turning ability
View of the stern and rudder of
RMS Olympic in dry-dock. The
man in the shot gives scale.[126]
Although Titanic's rudder met
the mandated dimensional
requirements for a ship her size,
the rudder's design might not
have reflected contemporary
design standards. According to
research by BBC History: "Her
stern, with its high graceful
counter and long thin rudder,
was an exact copy of an 18th-
century sailing ship... a perfect
example of the lack of technical
development. Compared with
the rudder design of the
Cunarders, Titanic's was a
fraction of the size. No account
was made for advances in scale
and little thought was given to
how a ship, 852 feet in length,
[sic][127] might turn in an
emergency or avoid collision with
an iceberg. This was Titanic's
Achilles heel."[127] A more
objective assessment of the
rudder provision compares it
with the legal requirement of the
time: the area had to be within a
range of 1.5% and 5% of the
hull's underwater profile and, at
1.9%, Titanic was at the low end
of the range. However, the tall
rudder design was more effective
at the vessel's designed cruising
speed; short, square rudders
were more suitable for low-
speed manoeuvring.[128] In
fairness to the Harland & Wolff
designers and a challenge to the
speculative theory that the
rudder was ineffective, can be
related an incident that
happened on the Olympic in
1918 during World War One.
The Olympic using the same
semi-oval shaped rudder as
Titanic's was able to turn in a
virtual moment's notice to avoid
an enemy submarine and in turn
chase down the opposing
submarine, ram it and sink it.
Perhaps more fatal to the design
of Titanic was her triple screw
engine configuration, which had
reciprocating steam engines
driving her wing propellers, and
a steam turbine driving her
centre propeller. The
reciprocating engines were
reversible, while the turbine was
not. According to subsequent
evidence from Fourth Officer
Joseph Boxhall, who entered the
bridge just after the collision,
First Officer Murdoch had set
the engine room telegraph to
reverse the engines to avoid the
iceberg,[44] thus handicapping
the turning ability of the ship.
Because the centre turbine could
not reverse during the "full
speed astern" manoeuvre, it was
simply stopped. Since the centre
propeller was positioned forward
of the ship's rudder, the
effectiveness of that rudder
would have been greatly
reduced: had Murdoch simply
turned the ship while maintaining
her forward speed, Titanic might
have missed the iceberg with
metres to spare.[129] Another
survivor, Frederick Scott, an
engine room worker, gave
contrary evidence: he recalled
that at his station in the engine
room all four sets of telegraphs
had changed to "Stop", but not
until after the collision.[45]
Orientation of impact
It has been speculated that the
ship could have been saved if
she had rammed the iceberg
head on.[130][131] It is
hypothesised that if Titanic had
not altered her course at all and
instead collided head first with
the iceberg, the impact would
have been taken by the naturally
stronger bow and damage would
have affected only one or two
forward compartments.[132] This
would have disabled her, and
possibly caused casualties among
the passengers near the bow,
but probably would not have
resulted in sinking since Titanic
was designed to float with the
first four compartments flooded.
Instead, the glancing blow to the
starboard side caused buckling in
the hull plates along the first five
compartments, more than the
ship's designers had anticipated.
Weather
The weather for the Atlantic at
the time of the collision was
unusual because there was a flat
calm sea, without wind or swell.
In addition, it was a moonless
night. Under normal sea
conditions in the area of the
collision, waves would have
broken over the base of an
iceberg, assisting in the location
of icebergs even on a moonless
night. The temperature dropped
from about 43° Fahrenheit (6°
Celsius) to near freezing, giving
difficulty for the lookouts. The
northwest winds behind the
front helped to steer a giant ice
field toward the ships.[133]
Excessive speed
The conclusion of the British
Inquiry into the sinking was “that
the loss of the said ship was due
to collision with an iceberg,
brought about by the excessive
speed at which the ship was
being navigated ”. At the time of
the collision it is thought that
Titanic was at her normal
cruising speed of about 21 knots
(39 km/h), which was less than
her top speed of around 23
knots (43 km/h). At the time it
was common (but not universal)
practice to maintain normal
speed in areas where icebergs
were expected. It was thought
that any iceberg large enough to
damage the ship would be seen
in sufficient time to be avoided. It
is often alleged that J. Bruce
Ismay instructed or encouraged
Captain Smith to increase speed
in order to make an early
landfall, and it is a common
feature in popular
representations of the disaster,
such as the 1997 film, Titanic.
[134] There is little evidence for
this having happened, and it is
disputed by many.[135][136]
Alternative theories
Main article: Titanic alternative
theories
A number of alternative theories
diverging from the standard
explanation for Titanic's demise
have been brought forth since
shortly after the sinking. Some of
these include a coal fire aboard
ship,[137] or Titanic hitting pack
ice rather than an iceberg.[138]
[139] In the realm of the
supernatural, it has been
proposed that Titanic sank due
to a mummy's curse.[140]
Insufficient lifeboats
Survivors aboard a collapsible
lifeboat, viewed from Carpathia.
No single aspect regarding the
huge loss of life from Titanic has
provoked more outrage than the
fact that the ship did not carry
enough lifeboats for all her
passengers and crew. The most
recent law, dating from 1894,
required a minimum of 16
lifeboats for ships of over 10,000
tons. This law had been
established when the largest ship
afloat was the 12,950-ton RMS
Lucania. Since then, the size of
ships had increased rapidly
without a corresponding increase
in lifeboat requirements, with a
result that the 52,310-ton Titanic
was legally required to carry only
enough lifeboats for less than
half of her capacity. The White
Star Line actually exceeded the
regulations by including four
more collapsible lifeboats,
providing a total capacity of
1,178 people (still only around a
third of Titanic's total capacity of
3,547).[87]
In the event of a serious accident
in the busy North Atlantic sea
lanes, assistance from other
vessels was assumed to be close
at hand. In this case, the
lifeboats would be used to ferry
passengers and crew from the
stricken vessel to its rescuers.
Full provision of lifeboats on the
ship was considered unnecessary
to support this activity.[20]
During design of the ship, it was
anticipated that the British Board
of Trade might require an
increase in the number of
lifeboats at some future date.
Therefore, lifeboat davits capable
of handling up to four boats per
pair of davits were designed and
installed, to give a total potential
capacity of 64 boats.[141] The
additional boats were never
fitted. It is often alleged that J.
Bruce Ismay, the President of
White Star, vetoed the
installation of these additional
boats to maximise the passenger
promenade area on the boat
deck. Harold Sanderson, Vice
President of International
Mercantile Marine, rejected this
allegation during the British
Inquiry.[142]
The delay in launching lifeboats
was also a factor. After the
collision with the iceberg, one
hour was taken to evaluate the
damage, recognise what was
going to happen, inform first
class passengers, and lower the
first lifeboat. Afterward, the crew
worked efficiently, taking a total
of 80 minutes to lower all 16
lifeboats. Since the crew were
divided into two teams, one on
each side of the ship, an average
of 10 minutes of work was
necessary for a team to fill a
lifeboat with passengers and
lower it.[20]
The initial reluctance of the
passengers to board the lifeboats
contributed to the death toll. For
example, Lifeboat #7 launched
first, at 00:40 and with only 12
people aboard, despite its
capacity of 40. Titanic did not
initially appear to passengers to
be in imminent danger, so they
were reluctant to leave the
apparent safety of the ship. The
idea that the ship was unsinkable
is not likely to have contributed
to the low utilization of the early
life boats.[20]

TITANIC

Retrieval and burial of the
dead
Marker of the unknown child
who was later positively identified
as Sidney Leslie Goodwin.
Once the massive loss of life
became clear, White Star Line
chartered the cable ship CS
Mackay-Bennett from Halifax,
Nova Scotia to retrieve bodies.
Three other ships followed in the
search, the cable ship Minia, the
lighthouse supply ship
Montmagny and the sealing
vessel Algerine. Each ship left
with embalming supplies,
undertakers, and clergy. Of the
333 victims that were eventually
recovered, 328 were retrieved by
the Canadian ships and five
more by passing North Atlantic
steamships. Most of the bodies
were numbered. The five
passengers buried at sea by
Carpathia went unnumbered.[72]
In mid-May 1912, over 200 miles
(320 km) from the site of the
sinking, RMS Oceanic recovered
three bodies, numbers 331, 332
and 333, who were occupants of
Collapsible A, which was
swamped in the last moments of
the sinking. Several people
managed to reach this lifeboat,
although some died during the
night. When Fifth Officer Harold
Lowe rescued the survivors of
Collapsible A, he left the three
dead bodies in the boat: Thomas
Beattie, a first-class passenger,
and two crew members, a
fireman and a seaman. The
bodies were buried at sea from
Oceanic.[73]
The first body recovery ship to
reach the site of the sinking, the
cable ship CS Mackay-Bennett
found so many bodies that the
embalming supplies aboard were
quickly exhausted. Health
regulations permitted that only
embalmed bodies could be
returned to port.[74] Captain
Larnder of the Mackay-Bennett
and undertakers aboard decided
to preserve all bodies of First
Class passengers, justifying their
decision by the need to visually
identify wealthy men to resolve
any disputes over large estates.
As a result the burials at sea
were third class passengers and
crew. Larnder himself claimed
that as a mariner, he would
expect to be buried at sea.[75]
However complaints about the
burials at sea were made by
families and undertakers. Later
ships such as Minia found fewer
bodies, requiring fewer
embalming supplies, and were
able to limit burials at sea to
bodies which were too damaged
to preserve.
Bodies recovered were preserved
to be taken to Halifax, the
closest city to the sinking with
direct rail and steamship
connections. The Halifax
coroner, John Henry Barnstead,
developed a detailed system to
identify bodies and safeguard
personal possessions. His
identification system would later
be used to identify victims of the
Halifax Explosion in 1917.
Relatives from across North
America came to identify and
claim bodies. A large temporary
morgue was set up in a curling
rink and undertakers were called
in from all across Eastern
Canada to assist.[73] Some
bodies were shipped to be
buried in their home towns
across North America and
Europe. About two-thirds of the
bodies were identified.
Unidentified victims were buried
with simple numbers based on
the order in which their bodies
were discovered. The majority of
recovered victims, 150 bodies,
were buried in three Halifax
cemeteries, the largest being
Fairview Lawn Cemetery followed
by the nearby Mount Olivet and
Baron de Hirsch cemeteries.[76]
Much floating wreckage was also
recovered with the bodies, many
pieces of which can be seen
today in the Maritime Museum
of the Atlantic in Halifax. Other
pieces are part of the travelling
exhibition, Titanic: The Artifact
Exhibition.[77]
Memorials
The Anna Bliss Titanic Victims
Memorial in Woodlawn
Cemetery
The memorial to Titanic's
engineers in Southampton
In many locations there are
memorials to the dead of Titanic.
In Southampton, England a
memorial to the engineers of
Titanic may be found in Andrews
Park on Above Bar Street.
Opposite the main memorial is a
memorial to Wallace Hartley and
the other musicians who played
on the ship. A memorial to the
ship's five postal workers, which
says "Steadfast in Peril" is held
by Southampton Heritage
Services.[78]
A memorial to the liner is also
located on the grounds of City
Hall in Belfast, Northern Ireland.
[79]
There are a number of
memorials in the United States
— the Titanic Memorial in
Washington, D.C. and a
memorial to Ida Straus at Straus
Park in Manhattan, New York
are two examples.[80][81]
On 15 April 2012, the 100th
anniversary of the sinking of
Titanic is planned to be
commemorated around the
world. By that date, the Titanic
Quarter in Belfast is planned to
have been completed. The area
will be regenerated and a
signature memorial project
unveiled to celebrate Titanic and
her links with Belfast, the city
that had built the ship.[82]
The cruise ship Balmoral,
operated by Fred Olsen Cruise
Lines has been chartered by
Miles Morgan Travel to follow
the original route of Titanic,
intending to stop over the point
on the sea bed where she rests
on 15 April 2012.[83]
Investigations into the RMS
Titanic disaster
Political cartoon from 1912 which
shows the public demanding
answers from the shipping
companies about Titanic disaster
Before the survivors even arrived
in New York, investigations were
being planned to discover what
had happened, and what could
be done to prevent a
recurrence. The United States
Senate initiated an inquiry into
the disaster on 19 April, a day
after Carpathia arrived in New
York.[84]
The chairman of the inquiry,
Senator William Alden Smith,
wanted to gather accounts from
passengers and crew while the
events were still fresh in their
minds. Smith also needed to
subpoena the British citizens
while they were still on American
soil. This prevented all surviving
passengers and crew from
returning to the UK before the
American inquiry, which lasted
until 25 May, was completed.[84]
The British press condemned
Smith as an opportunist,
insensitively forcing an enquiry as
a means of gaining political
prestige and seizing "his moment
to stand on the world stage".
Already, however, he had a
reputation as a campaigner for
safety on the railroads of the
U.S. and he wanted to
investigate any possible
malpractices by railroad tycoon J.
P. Morgan, Titanic's ultimate
owner.[85]
Lord Mersey was appointed to
head the British Board of Trade's
inquiry into the disaster. The
British inquiry took place
between 2 May and 3 July. Each
inquiry took testimony from both
passengers and crew of Titanic,
crew members of Leyland Line's
Californian, Captain Arthur
Rostron of Carpathia and other
experts.[86]
The investigations found that
many safety rules were simply
out of date, and new laws were
recommended. Numerous safety
improvements for ocean-going
vessels were implemented,
including improved hull and
bulkhead design, access
throughout the ship for egress of
passengers, lifeboat
requirements, improved life-vest
design, the holding of safety
drills, better passenger
notification, radio
communications laws, etc. The
investigators also learned that
Titanic had sufficient lifeboat
space for all first-class
passengers, but not for the
lower classes. In fact, most third
class passengers had no idea
where the lifeboats were, much
less any way of getting up to the
higher decks where the lifeboats
were stowed.[87] U.S.
immigration regulations required
complete isolation of third class
passengers and the route to the
boat deck, through the higher
classes of accommodation, was
somewhat tortuous as a result. A
third-class steward, John Hart,
had to guide E-deck passengers,
in two trips, to the boat deck but
many were left behind.[88]
SS Californian inquiry
Both inquiries into the disaster
found that the SS Californian
and her captain, Stanley Lord,
failed to give proper assistance
to Titanic. Testimony before the
inquiry revealed that at 22:10,
Californian observed the lights of
a ship to the south; it was later
agreed between Captain Lord
and Third Officer C.V. Groves
(who had relieved Lord of duty
at 22:10) that this was a
passenger liner. Californian had
warned the ship by radio of the
pack ice because of which
Californian had stopped for the
night, but was violently rebuked
by Titanic's senior wireless
operator, Jack Phillips. At 23:50,
the officer had watched this
ship's lights flash out, as if the
ship had shut down or turned
sharply, and that the port light
was now observed. Morse light
signals to the ship, upon Lord's
order, occurred five times
between 23:30 and 01:00, but
were not acknowledged. (In
testimony, it was stated that
Californian's Morse lamp had a
range of about four miles (6 km)
, so could not have been seen
from Titanic.)[50]
SS Californian
Captain Lord had retired at
23:30; however, Second Officer
Herbert Stone, now on duty,
notified Lord at 01:15 that the
ship had fired a rocket, followed
by four more. Lord wanted to
know if they were company
signals, that is, coloured flares
used for identification. Stone said
that he did not know and that
the rockets were all white.
Captain Lord instructed the crew
to continue to signal the other
vessel with the Morse lamp, and
went back to sleep. Three more
rockets were observed at 01:50
and Stone noted that the ship
looked strange in the water, as if
she were listing. At 02:15, Lord
was notified that the ship could
no longer be seen. Lord asked
again if the lights had had any
colours in them, and he was
informed that they were all
white.[89]
Californian eventually
responded. At 05:30, Chief
Officer George Stewart
awakened wireless operator Cyril
Furmstone Evans, informed him
that rockets had been seen
during the night, and asked that
he try to communicate with any
ships. Frankfurt notified the
operator of Titanic's loss, Captain
Lord was notified, and the ship
set out for assistance.[89]
The inquiries found that
Californian was much closer to
Titanic than the 19.5 miles (31.4
km) that Captain Lord had
believed and that Lord should
have awakened the wireless
operator after the rockets were
first reported to him, and thus
could have acted to prevent loss
of life.[50]
In 1990, following the discovery
of the wreck, the Marine
Accident Investigation Branch
of the British Department of
Transport re-opened the inquiry
to review the evidence relating to
Californian. Its report of 1992
concluded that Californian was
farther from Titanic than the
earlier British inquiry had found,
and that the distress rockets, but
not Titanic herself, would have
been visible from Californian.[90]
Discovery of the wreck
The idea of finding the wreck of
Titanic, and even raising the ship
from the ocean floor, had been
around since shortly after the
ship sank. No attempts were
successful until 1 September
1985, when a joint American-
French expedition, led by Jean-
Louis Michel (Ifremer) and Dr.
Robert Ballard (WHOI), located
the wreck using the side-scan
sonar from the research vessels
Knorr and Le Suroit. In June
1985, the French ship Le Suroit
began systematically crossing the
150-square-mile (390 km2) target
zone with her deep-search
sonar. Le Suroit covered 80
percent of the zone, leaving only
20 percent for the American ship
Knorr.[91] The wreck was found
at a depth of 2.5 miles (4 km),
slightly more than 370 miles (600
km) south-east of Mistaken
Point, Newfoundland at
41°43′55″N 49°56′45″W, 13 miles
(21 km) from fourth officer
Joseph Boxhall's last position
reading where Titanic was
originally thought to rest. Ballard
noted that his crew had paid out
12,500 feet (3,810 m) of the
sonar's tow cable at the time of
the discovery of the wreck,[92]
giving an approximate depth of
the seabed of 12,450 feet (3,795
m).[93] Ifremer, the French
partner in the search, records a
depth of 3,800 m (12,467 ft), an
almost exact equivalent.[94]
These are approximately 2.33
miles (3.75 km), and they are
often rounded upwards to 2.5
miles (4.0 km) or 4 km. Video
cameras aboard the unmanned
submersible Argo were the first
to document Titanic's visual state
on the bottom of the ocean. The
submersible was based on Knorr
and the images retrieved were
featured in National Geographic
by December 1985.[95] In 1986,
Ballard returned to the wreck
site aboard Atlantis II to conduct
the first manned dives to the
wreck in the submersible Alvin.
Ballard had in 1982 requested
funding for the project from the
US Navy, but this was provided
only on the then secret condition
that the first priority was to
examine the wreckage of the
sunken US nuclear submarines
USS Thresher and USS Scorpion.
Only when these had been
photographed did the search for
Titanic begin.[96]
The most notable discovery the
team made was that the ship
had split apart, the stern section
lying 1,970 feet (600 m) from the
bow section and facing opposite
directions. There had been
conflicting witness accounts of
whether the ship broke apart or
not, and both the American and
British inquiries found that the
ship sank intact. Up until the
discovery of the wreck, it was
generally assumed that the ship
did not break apart.[97]
The bow section had struck the
ocean floor at a position just
under the forepeak, and
embedded itself 60 feet (18 m)
into the silt on the ocean floor.
Although parts of the hull had
buckled, the bow was mostly
intact. The collision with the
ocean floor forced water out of
Titanic through the hull below
the well deck. One of the steel
covers (reportedly weighing
approximately ten tonnes) was
blown off the side of the hull.
The bow is still under tension, in
particular the heavily damaged
and partially collapsed decks.[98]
The stern section was in much
worse condition, and appeared
to have been torn apart during
its descent. Unlike the bow
section, which was flooded with
water before it sank, it is likely
that the stern section sank with a
significant volume of air trapped
inside it. As it sank, the external
water pressure increased but the
pressure of the trapped air could
not follow suit due to the many
air pockets in relatively sealed
sections. Therefore, some areas
of the stern section's hull
experienced a large pressure
differential between outside and
inside which possibly caused an
implosion. Further damage was
caused by the sudden impact of
hitting the seabed; with little
structural integrity left, the decks
collapsed as the stern hit.[99]
Surrounding the wreck is a large
debris field with pieces of the
ship, furniture, dinnerware and
personal items scattered over
one square mile (2.6 km²). Softer
materials, like wood, carpet and
human remains were devoured
by undersea organisms.[97]
Dr. Ballard and his team did not
bring up any artefacts from the
site, considering this to be
tantamount to grave robbing.
[100] Under international
maritime law, however, the
recovery of artefacts is necessary
to establish salvage rights to a
shipwreck. In the years after the
find, Titanic has been the object
of a number of court cases
concerning ownership of
artefacts and the wreck site itself.
In 1994, RMS Titanic Inc. was
awarded ownership and
salvaging rights of the wreck,
even though RMS Titanic Inc.
and other salvaging expeditions
have been criticised for taking
items from the wreck. Among
the items recovered by RMS
Titanic Inc. was the ship's whistle,
which was brought to the
surface in 1992 and placed in the
company's travelling exhibition. It
has been operated only twice
since, using compressed air
rather than steam, because of its
fragility.[101]
Approximately 6,000 artefacts
have been removed from the
wreck. Many of these were put
on display at the National
Maritime Museum in Greenwich,
England, and later as part of a
travelling museum exhibit.[97]
A new expedition using sonar
technology and high-resolution
optical video and imaging has
been started by RMS Titanic Inc.
to document the wreck site.[102]
The new effort, Expedition
Titanic, will deploy the most
advanced 3DHD film and
acoustic modeling to bring
Titanic to life. The high-
resolution photos and video are
expected to reveal never-before-
seen parts of Titanic (Scotland
Road, the ship's pool, etc). The
20-day expedition will use
remotely operated submersibles
to complete an unprecedented
archaeological analysis of the
two- by three-mile (three- by
five-kilometre) debris field,
including Titanic ’s two halves.
Expedition Titanic will gather
hard data too, for example by
measuring the thickness of the
ship ’s hull and by hauling up
and examining experimental steel
platforms placed at the site.[102]

A few information about TITANIC

Wireless operators Jack Phillips
and Harold Bride were busy
sending out CQD, the
international distress signal.
Several ships responded,
including Mount Temple,
Frankfurt and Titanic's sister ship,
Olympic, but none was close
enough to arrive in time.[47] The
closest ship to respond was
Cunard Line's Carpathia 58 miles
(93 km) away, which could arrive
in an estimated four hours —too
late to rescue all of Titanic's
passengers. The only land –based
location that received the distress
call from Titanic was a wireless
station at Cape Race,
Newfoundland.[47][48]
From the bridge, the lights of a
nearby ship could be seen off
the port side. The identity of this
ship remains a mystery but there
have been theories suggesting
that it was probably either SS
Californian or a sealer called
Samson.[49] As it was not
responding to wireless, Fourth
Officer Boxhall and
Quartermaster Rowe attempted
signalling the ship with a Morse
lamp and later with distress
rockets, but the ship never
appeared to respond.[50]
Californian, which was nearby
and stopped for the night
because of ice, also saw lights in
the distance. Californian's
wireless was turned off, and the
wireless operator had gone to
bed for the night. Just before he
went to bed at around 23:00,
Californian's radio operator
attempted to warn Titanic that
there was ice ahead, but he was
cut off by an exhausted Jack
Phillips, who had fired back an
angry response, "Shut up, shut
up, I am busy; I am working
Cape Race", referring to the
Newfoundland wireless station.
[51] When Californian's officers
first saw the ship, they tried
signalling her with their Morse
lamp, but also never appeared
to receive a response. Later, they
noticed Titanic's distress signals
over the lights and informed
Captain Stanley Lord. Even
though there was much
discussion about the mysterious
ship, which to the officers on
duty appeared to be moving
away, the master of Californian
did not wake her wireless
operator until morning.[50]
Lifeboats launched
Sinking of the Titanic by Henry
Reuterdahl, drawn based on
radio descriptions.
The first lifeboat launched was
Lifeboat 7 on the starboard side
with 28 people on board out of
a capacity of 65. It was lowered
at around 00:40 as believed by
the British Inquiry.[52][53]
Lifeboat 6 and Lifeboat 5 were
launched ten minutes later.
Lifeboat 1 was the fifth lifeboat
to be launched with 12 people.
Lifeboat 11 was overloaded with
70 people. Collapsible D was the
last lifeboat to be launched.
Titanic carried 20 lifeboats with a
total capacity of 1,178 people.
While not enough to hold all of
the passengers and crew, Titanic
carried more boats than was
required by the British Board of
Trade Regulations. At the time,
the number of lifeboats required
was determined by a ship's gross
register tonnage, rather than her
passenger capacity.
Titanic had ample stability and
sank with only a few degrees list,
the design being such that there
was very little risk of unequal
flooding and possible capsize.
[12] Furthermore the electric
power plant was operated by the
ship's engineers until the end.
Hence Titanic showed no
outward signs of being in
imminent danger, and
passengers were reluctant to
leave the apparent safety of the
ship to board small lifeboats.
Moreover, large numbers of
Third Class passengers were
unable to reach the lifeboat
deck through unfamiliar parts of
the ship and past barriers,
although some stewards such as
William Denton Cox successfully
led groups from Third Class to
the lifeboats.[54] As a result,
most of the boats were launched
partially empty; one boat meant
to hold 40 people left Titanic
with only 12 people on board.
With " Women and children first"
the imperative for loading
lifeboats, Second Officer
Lightoller, who was loading boats
on the port side, allowed men to
board only if oarsmen were
needed, even if there was room.
First Officer Murdoch, who was
loading boats on the starboard
side, let men on board if women
were absent. As the ship's list
increased people started to
become nervous, and some
lifeboats began leaving fully
loaded. By 02:05, the entire bow
was under water, and all the
lifeboats, except for two, had
been launched.
Final minutes
Around 02:10, the stern rose out
of the water exposing the
propellers, and by 02:17 the
waterline had reached the boat
deck. The last two lifeboats
floated off the deck, collapsible
B upside down, collapsible A
half-filled with water after the
supports for its canvas sides were
broken in the fall from the roof
of the officers' quarters. Shortly
afterward, the forward funnel
collapsed, crushing part of the
bridge and people in the water.
On deck, people were
scrambling towards the stern or
jumping overboard in hopes of
reaching a lifeboat. The ship's
stern slowly rose into the air,
and everything unsecured
crashed towards the water.
While the stern rose, the
electrical system finally failed and
the lights went out. Shortly
afterward, the stress on the hull
caused Titanic to break apart
between the last two funnels,
and the bow went completely
under. The stern righted itself
slightly and then rose vertically.
After a few moments, at 02:20, it
also sank.[55]
Only two of the 18 launched
lifeboats rescued people after
the ship sank. Lifeboat 4 was
close by and picked up five
people, two of whom later died.
Close to an hour later, lifeboat
14 went back and rescued four
people, one of whom died
afterward. Other people
managed to climb onto the
lifeboats that floated off the
deck. There were some
arguments in some of the other
lifeboats about going back, but
many survivors were afraid of
being swamped by people trying
to climb into the lifeboat or
being pulled down by the
suction from the sinking Titanic,
though it turned out that there
had been very little suction.[56]
As the ship fell into the depths,
the two sections behaved very
differently. The streamlined bow
planed off approximately 2,000
feet (609 m) below the surface
and slowed somewhat, landing
relatively gently. The stern
plunged violently to the ocean
floor, the hull being torn apart
along the way from massive
implosions caused by
compression of the air still
trapped inside. The stern
smashed into the bottom at
considerable speed, grinding the
hull deep into the silt.[55]
After steaming at 17.5 knots
(32.4 km/h) for just under four
hours, RMS Carpathia arrived in
the area and at 04:10 began
rescuing survivors. By 08:30 she
picked up the last lifeboat with
survivors and left the area at
08:50[1] bound for New York.
[56]
Aftermath
Arrival of Carpathia in New
York
Carpathia docked at Pier 54 in
New York following the rescue.
On 18 April,[1] Carpathia docked
at Pier 54 at Little West 12th
Street in New York with the
survivors. She arrived at night
and was greeted by thousands of
people. Titanic had been headed
for 20th Street. Carpathia
dropped off the empty Titanic
lifeboats at Pier 59, as property
of the White Star Line, before
unloading the survivors at Pier
54. Both piers were part of the
Chelsea Piers built to handle
luxury liners of the day. As news
of the disaster spread, many
people were shocked that Titanic
could sink with such great loss of
life despite all of her
technological advances.
Newspapers were filled with
stories and descriptions of the
disaster and were eager to get
the latest information. Many
charities were set up to help the
victims and their families, many
of whom lost their sole
breadwinner, or, in the case of
third class survivors, lost
everything they owned.[57] On
29 April opera stars Enrico
Caruso and Mary Garden and
members of the Metropolitan
Opera raised $12,000 in benefits
for victims of the disaster by
giving special concerts in which
versions of "Autumn" and
"Nearer My God To Thee" were
part of the program.[58] The
people of Southampton were
deeply affected by the sinking.
According to the Hampshire
Chronicle on 20 April 1912,
almost 1,000 local families were
directly affected. Almost every
street in the Chapel district of
the town lost more than one
resident and over 500
households lost a member.[59]
Survivors, victims and
statistics
Further information: List of
Titanic passengers and List of
crew members on board RMS
Titanic
Category
Number aboard
Number of survivors
Percentage survived
Number lost
Percentage lost
First class
329
199
60.5 %
130
39.5 %
Second class
285
119
41.8 %
166
58.2 %
Third class
710
174
24.5 %
536
75.5 %
Crew
899
214
23.8 %
685
76.2 %
Total
2,223
706
31.8 %
1,517
68.2 %
Of a total of 2,223 people
aboard Titanic only 706, less
than a third, survived and 1,517
perished.[60] The majority of
deaths were caused by
hypothermia in the 28 °F (−2 °C)
water[61] where death could be
expected in less than 15 minutes.
[62]
Men and members of the 2nd
and 3rd class were less likely to
survive. Of the male passengers
in second class, 92 percent
perished. Less than a quarter of
third-class passengers survived.
[63] Six of the seven children in
first class survived, all of the
children in second class survived,
whereas less than half were
saved in third class. 96 percent
of the women in first class
survived, 86 percent of the
women survived in second class
and less than half survived in
third class. Overall, only 20
percent of the men survived,
compared to nearly 75 percent
of the women. Men in first class
were four times as likely to
survive as men in second class,
and twice as likely to survive as
those in third.[64]
Four of the eight officers
survived. About 21 of the 29 able
seamen survived and all seven
quartermasters and eight
lookouts survived. Three of the
13 leading firemen survived,
around 45 other firemen
survived and around 20 of the
73 coal trimmers survived. Four
of the 33 greasers survived and
one of the six mess hall stewards
survived. Around 60 of the 322
stewards and 18 of the 23
stewardesses survived. Three of
the 68 restaurant staffs survived.
All five postal clerks, guarantee
group, and eight-member
orchestra perished.
Another disparity is that a
greater percentage of British
passengers died than Americans;
some sources suggest it was
because Britons of the time were
polite and queued, rather than
forcing their way onto the
lifeboats. The captain Edward
John Smith was shouting: "Be
British, boys, be British!" as the
liner went down.[65][66]
A Swede, Alma PÃ¥lsson, was
travelling third class with four
children aged under 10 to
meet her husband; all died.
"PÃ¥lsson's grief was the most
acute of any who visited the
offices of the White Star, but
his loss was the greatest. His
whole family had been wiped
out."[67]
The sailors aboard the ship CS
Mackay-Bennett, which
recovered bodies from Titanic,
were upset by the discovery of
a 19-month-old boy. They
paid for a monument and he
was buried on 4 May 1912
with a copper pendant placed
in his coffin by the sailors that
read "Our Babe". The boy was
identified in 2007 as Sidney
Leslie Goodwin.[68]
Stewardess Violet Jessop, who
had been on board RMS
Olympic during the collision
with HMS Hawke in 1911,
went on to survive the sinking
of HMHS Britannic in 1916.
[69]
The last living survivor was
Millvina Dean from England,
only nine weeks old at the
time of the sinking. She died
on 31 May 2009, the 98th
anniversary of the launching
of Titanic's hull.[70]
There are many stories about
dogs on Titanic. A crewman
released the dogs from the
ship's kennels before it went
down; they were seen running
on the decks. Two lap dogs
survived with their owners in
lifeboats.[71]

TITANIC THE BIG DISASTERS

Titanic on her way after the
near-collision with SS New York.
On the left can be seen Oceanic
and New York.
The vessel began her maiden
voyage from Southampton,
bound for New York City on 10
April 1912, with Captain Edward
J. Smith in command.[1] As
Titanic left her berth, her wake
caused the liner SS New York,
which was docked nearby, to
break away from her moorings,
whereupon she was drawn
dangerously close (about four
feet) to Titanic before a tugboat
towed New York away.[31] The
incident delayed departure for
about half an hour.[32] After
crossing the English Channel,
Titanic stopped at Cherbourg,
France, to board additional
passengers and stopped again
the next day at Queenstown
(known today as Cobh), Ireland.
[1] As harbour facilities at
Queenstown were inadequate
for a ship of her size, Titanic had
to anchor off-shore, with small
boats, known as tenders, ferrying
the embarking passengers out to
her. When she finally set out for
New York, there were 2,240
people aboard.[33]
John Coffey, a 23-year-old
stoker, jumped ship at
Queenstown by stowing away on
a tender and hiding amongst
mailbags destined for the shore.
A native of the town, he had
probably joined the ship with this
intention, but afterwards he said
that the reason he had smuggled
himself off the liner was that he
held a foreboding about the
voyage.[34] He later signed on to
join the crew of Mauretania.[35]
Captain Edward J. Smith, captain
of Titanic
On the maiden voyage of Titanic
some of the most prominent
people of the day were travelling
in first class. Among them were
millionaire John Jacob Astor IV
and his wife Madeleine Force
Astor, industrialist Benjamin
Guggenheim, Macy's owner
Isidor Straus and his wife Ida,
Denver millionairess Margaret
"Molly" Brown (known afterward
as the "Unsinkable Molly Brown"
due to her efforts in helping
other passengers while the ship
sank), Sir Cosmo Duff Gordon
and his wife, couturière Lucy
(Lady Duff-Gordon), George
Dunton Widener, his wife
Eleanor, and son Harry, cricketer
and businessman John Borland
Thayer with his wife Marian and
their seventeen-year-old son
Jack, journalist William Thomas
Stead, the Countess of Rothes,
United States presidential aide
Archibald Butt, author and
socialite Helen Churchill Candee,
author Jacques Futrelle and his
wife May and their friends,
Broadway producers Henry and
Rene Harris and silent film
actress Dorothy Gibson among
others.[36] Banker J. P. Morgan
was scheduled to travel on the
maiden voyage, but cancelled at
the last minute.[37] Travelling in
first class aboard the ship were
White Star Line's managing
director J. Bruce Ismay and the
ship's builder Thomas Andrews,
who was on board to observe
any problems and assess the
general performance of the new
ship.[36]
Sinking
Main article: Timeline of the
sinking of RMS Titanic
Further information: Ship
floodability
Route and location of RMS
Titanic
On the night of Sunday, 14 April
1912, the temperature had
dropped to near freezing and
the ocean was calm. The moon
was not visible (being two days
before new moon),[38] and the
sky was clear. Captain Smith, in
response to iceberg warnings
received via wireless over the
preceding few days, had drawn
up a new course which took the
ship slightly further southward.
That Sunday at 13:45,[note 1] a
message from the steamer
Amerika warned that large
icebergs lay in Titanic's path, but
as Jack Phillips and Harold Bride,
the Marconi wireless radio
operators, were employed by
Marconi[39] and paid to relay
messages to and from the
passengers,[40] they were not
focused on relaying such "non-
essential" ice messages to the
bridge.[41] Later that evening,
another report of numerous
large icebergs, this time from
Mesaba, also failed to reach the
bridge.
At 23:40, while sailing about 400
miles (640 km) south of the
Grand Banks of Newfoundland,
lookouts Fredrick Fleet and
Reginald Lee spotted a large
iceberg directly ahead of the
ship. Fleet sounded the ship's
bell three times and telephoned
the bridge exclaiming, "Iceberg,
right ahead!". First Officer
Murdoch gave the order "hard-
a-starboard", using the
traditional tiller order for an
abrupt turn to port (left),[42]
and adjusted the engines (he
either ordered through the
telegraph for "full reverse" or
"stop" on the engines; survivor
testimony on this conflicts).[43]
[44][45] The iceberg brushed the
ship's starboard side (right side),
buckling the hull in several
places and popping out rivets
below the waterline over a
length of 299 feet (90 m). As
seawater filled the forward
compartments, the watertight
doors shut. However, while the
ship could barely stay afloat with
the foremost four compartments
flooded, the foremost six were
filling with water.[46] The water-
filled compartments weighed
down the ship's bow, allowing
much water to flood the vessel,
accelerated by secondary
flooding as regular openings in
the ship's hull became
submerged.[46] Additionally,
about 130 minutes after the
collision, water started pouring
from the sixth into the seventh
compartment over the top of the
bulkhead in between.[46]
Captain Smith, alerted by the jolt
of the impact, arrived on the
bridge and ordered a full stop.
Shortly after midnight on 15
April, following an inspection by
the ship's officers and Thomas
Andrews, the lifeboats were
ordered to be readied and a
distress call was sent out.

RMS TITANIC

The lifeboats were
predominantly stowed in chocks
on the boat deck, connected to
the falls of the davits. All of the
lifeboats, including the
collapsibles, were placed on the
ship by the giant gantry crane at
Belfast. Those on the starboard
side were odd-numbered 1 –15
from bow to stern, while those
on the port side were even-
numbered 2 –16 from bow to
stern. The emergency cutters
(lifeboats 1 and 2) were kept
swung out, hanging from the
davits, ready for immediate use
while collapsible lifeboats C and
D were stowed on the boat deck
immediately in-board of boats 1
and 2 respectively. Collapsible
lifeboats A and B were stored on
the roof of the officers' quarters,
on either side of number 1
funnel. However there were no
davits mounted on the officers'
quarters to lower collapsibles A
and B and they weighed a
considerable amount empty.
During the sinking, lowering
collapsibles A and B proved
difficult as it was first necessary
to slide the boats on timbers
and/or oars down to the boat
deck. During this procedure,
collapsible B capsized and
subsequently floated off the ship
upside down.[20]
At the design stage Carlisle
suggested that Titanic use a new,
larger type of davit,
manufactured by the Welin Davit
& Engineering Co Ltd, each of
which could handle four
lifeboats. Sixteen sets of these
davits were installed, giving
Titanic the ability to carry 64[21]
wooden lifeboats—a total
capacity of over 4,000 people,
compared with Titanic's total
carrying capacity of about 3,600
passengers and crew. However,
the White Star Line, while
agreeing to the new davits,
decided that only 16 wooden
lifeboats (16 being the minimum
required by the Board of Trade,
based on Titanic's projected
tonnage) would be carried (there
were also four folding lifeboats,
called collapsibles), which could
accommodate only 1,178 people
(33% of Titanic's total capacity).
At the time, the Board of Trade's
regulations stated that British
vessels over 10,000 tons must
carry 16 lifeboats with a capacity
of 5,500 cubic feet (160 m3), plus
enough capacity in rafts and
floats for 75% (or 50% in case of
a vessel with watertight
bulkheads) of that in the
lifeboats. Therefore, the White
Star Line actually provided more
lifeboat accommodation than
was legally required.[22]
The regulations had made no
extra provision for larger ships
since 1894, when the largest
passenger ship under
consideration was the Cunard
Line's Lucania, only 13,000 tons.
Sir Alfred Chalmers, nautical
adviser to the Board of Trade
from 1896 to 1911, had
considered the matter "from
time to time", but because he
thought that experienced sailors
would have to be carried
"uselessly" aboard ship for no
other purpose than lowering and
manning lifeboats, and the
difficulty he anticipated in getting
away a greater number than 16
in any emergency, he "did not
consider it necessary to increase
[our scale]".[23]
Carlisle told the official inquiry
that he had discussed the matter
with J. Bruce Ismay, White Star's
Managing Director, but in his
evidence Ismay denied that he
had ever heard of this, nor did
he recollect noticing such
provision in the plans of the ship
he had inspected.[11][24] Ten
days before the maiden voyage
Axel Welin, the maker of Titanic's
lifeboat davits, had announced
that his machinery had been
installed because the vessel's
owners were aware of
forthcoming changes in official
regulations, but Harold
Sanderson, vice-president of the
International Mercantile Marine
and former general manager of
the White Star Line, denied that
this had been the intention.[25]
Pumps
Titanic was fitted with five ballast
and bilge pumps, used for
trimming the vessel, and three
bilge pumps.[26] Two 10-inch
(250 mm) main ballast pipes ran
the length of the ship and valves
controlling the distribution of
water were operated from the
bulkhead deck, above.[27] The
total discharge capacity from all
eight pumps operating together
was 1,700 tons or 425,000
gallons per hour.[26] During the
disaster, the engineers reported
that the pumps succeeded in
slowing the flooding of No. 6
boiler room in the first ten
minutes after the collision. The
pumps also kept pace with the
flooding on No. 5 boiler room.
This does not indicate that the
vessel could have maintained
buoyancy indefinitely, but as
long as the pumps had steam to
power them, the ship could slow
down the flooding. Titanic could
not founder until these sections
were flooded and the inrush of
water overwhelmed the pumps.
This did not happen until 23:50
pm on the night of the sinking.
[28]
Comparisons with the Olympic
Olympic and Titanic under
construction
Titanic closely resembled her
older sister Olympic. Although
she enclosed more space and
therefore had a larger gross
register tonnage, the hull was
almost the same length as
Olympic's. Two of the most
noticeable differences were that
half of Titanic's forward
promenade A-Deck (below the
boat deck) was enclosed against
outside weather, and her B-Deck
configuration was different from
Olympic's. As built Olympic did
not have an equivalent of
Titanic's Café Parisien: the
feature was not added until
1913. Some of the flaws found
on Olympic, such as the creaking
of the aft expansion joint, were
corrected on Titanic. The skid
lights that provided night time
illumination on A-deck were
round, while on Olympic they
were oval. Titanic's wheelhouse
was made narrower and longer
than Olympic's.[29] These, and
other modifications, made Titanic
1,004 gross register tons larger
than Olympic and thus the
largest active ship in the world
during her maiden voyage in
April 1912.
Ship history
Sea trials
Titanic's sea trials took place
shortly after she was fitted out at
Harland & Wolff shipyard. The
trials were originally scheduled
for 10.00am on Monday, 1 April,
just nine days before she was
due to leave Southampton on
her maiden voyage, but poor
weather conditions forced the
trials to be postponed until the
following day.[3]
Aboard Titanic were 78 stokers,
greasers and firemen, and 41
members of crew. No domestic
staff appear to have been
aboard. Representatives of
various companies travelled on
Titanic's sea trials, including
Harold A. Sanderson of I.M.M
and Thomas Andrews and
Edward Wilding of Harland and
Wolff. Bruce Ismay and Lord
Pirrie were too ill to attend. Jack
Phillips and Harold Bride served
as radio operators, and
performed fine-tuning of the
Marconi equipment. Mr
Carruthers, a surveyor from the
Board of Trade, was also present
to see that everything worked,
and that the ship was fit to carry
passengers. After the trial, he
signed an 'Agreement and
Account of Voyages and Crew',
valid for twelve months, which
deemed the ship sea-worthy.[30]

A special page of RMS TITANIC from wikipedia

RMS Titanic
"Titanic" redirects here. For
other uses, see Titanic
(disambiguation).
RMS Titanic departing
Southampton on 10 April 1912.
Career ( United Kingdom)
White Star Line
Name:
RMS Titanic[1]
Owner:
White Star Line[1]
Port of registry:
[2] Liverpool
Route:
Southampton to New York City
Ordered:
31 July 1908[1]
Builder:
Harland and Wolff, Belfast[1]
Yard number:
401[3]
Laid down:
31 March 1909[1]
Launched:
31 May 1911[1]
Christened:
Not christened
Completed:
31 March 1912
Maiden voyage:
10 April 1912[3]
In service:
1912[1]
Identification:
Radio Callsign "MGY"
UK Official Number: 131428[4]
Fate:
Sank on 15 April 1912 after
hitting an iceberg in middle of
Atlantic Ocean[1]
General characteristics
Class and type:
Olympic-class ocean liner[3]
Tonnage:
46,328 gross register tons (GRT)
[1]
Displacement:
52,310 tons[3]
Length:
882 ft 9 in (269.1 m)[5]
Beam:
92 ft 0 in (28.0 m)[5]
Height:
175 ft (53.3 m) (Keel to top of
funnels)
Draught:
34 ft 7 in (10.5 m)[1]
Depth:
64 ft 6 in (19.7 m)[5]
Decks:
9 (Lettered A through G)
Installed power:
24 double-ended (six furnace)
and 5 single-ended (three
furnace) Scotch marine
boilers
Two four-cylinder
reciprocating triple-expansion
steam engines
each producing 15,000 hp for
the two outboard wing
propellers at 75 revolutions
per minute[6]
One low-pressure turbine
producing 16,000 hp[6]
46,000 HP (design) – 59,000
HP (maximum)[7]
Propulsion:
Two bronze triple-blade wing
propellers
One bronze quadruple-blade
centre propeller.
Speed:
21 knots (39 km/h; 24 mph)
[1]
23 knots (43 km/h; 26 mph)
(maximum)
Capacity:
Passengers and crew (fully
loaded):
3547
Staterooms (840 total):
First Class: 416
Second Class: 162
Third Class: 262
Plus 40 open berthing areas
Crew:
860[1]
Topics about Titanic
List of passengers
List of crew members
Films about Titanic
Titanic Historical Society
RMS Titanic was the largest
passenger steamship in the world
when she set off on her maiden
voyage from Southampton,
England, to New York City on 10
April 1912. Four days into the
crossing, at 23:40 on 14 April
1912, she struck an iceberg and
sank at 2:20 the following
morning, resulting in the deaths
of 1,517 people in one of the
deadliest peacetime maritime
disasters in history.
An Olympic-class passenger liner,
RMS Titanic was owned by the
White Star Line and constructed
at the Harland and Wolff
shipyard in Belfast, Ireland. She
set sail for New York City with
2,227 people on board. The high
casualty rate when the ship sank
was due in part to the fact that,
although complying with the
regulations of the time, the ship
carried lifeboats for only 1,178
people. A disproportionate
number of men died due to the
women and children first
protocol that was followed.
Titanic was designed by some of
the most experienced engineers,
and used some of the most
advanced technologies available
at the time. It was a great shock
to many that, despite the
extensive safety features, Titanic
sank, and the fact that it sank on
its maiden voyage added to the
particularly ironic nature of the
tragedy. The frenzy on the part
of the media about Titanic's
famous victims, the legends
about the sinking, the resulting
changes to maritime law, and the
discovery of the wreck have
contributed to the interest in
Titanic.
Construction
Main article: Olympic class ocean
liner
Titanic was built at the Harland
and Wolff shipyard in Belfast, in
the UK, and designed to
compete with the rival Cunard
Line's Lusitania and Mauretania.
Titanic, along with her Olympic-
class sisters, Olympic and the
soon-to-be-built Britannic (which
was to be called Gigantic at first),
were intended to be the largest,
most luxurious ships ever to
operate. The designers were
Lord Pirrie,[8] a director of both
Harland and Wolff and White
Star, naval architect Thomas
Andrews, Harland and Wolff's
construction manager and head
of their design department,[9]
and Alexander Carlisle, the
shipyard's chief draughtsman
and general manager.[10]
Carlisle's responsibilities included
the decorations, the equipment
and all general arrangements,
including the implementation of
an efficient lifeboat davit design.
Carlisle would leave the project
in 1910, before the ships were
launched, when he became a
shareholder in Welin Davit &
Engineering Company Ltd
, the firm making the davits.[11]
Size comparison with the Airbus
A380, a bus, a car, and an
average-sized human
Construction of RMS Titanic,
funded by the American J.P.
Morgan and his International
Mercantile Marine Co.
, began on 31 March 1909.
Titanic's hull was launched on 31
May 1911, and her outfitting was
completed by 31 March the
following year. Her length
overall was 882 feet 9 inches
(269.1 m), the moulded breadth
92 feet 0 inches (28.0 m),[12] the
tonnage 46,328 GRT, and the
height from the water line to the
boat deck of 59 feet (18 m). She
was equipped with two
reciprocating four-cylinder,
triple-expansion steam engines
and one low-pressure Parsons
turbine, each driving a propeller.
There were 29 boilers fired by
159 coal burning furnaces that
made possible a top speed of 23
knots (43 km/h; 26 mph). Only
three of the four 62 feet (19 m)
funnels were functional: the
fourth, which served only for
ventilation, was added to make
the ship look more impressive.
The ship could carry a total of
3,547 passengers and crew.
Features
Gymnasium aboard Titanic
The first-class Grand Staircase
aboard Olympic
Titanic surpassed all her rivals in
luxury and opulence. The First-
class section had an on-board
swimming pool, a gymnasium, a
squash court, Turkish bath,
Electric bath and a Verandah
Cafe. First-class common rooms
were adorned with ornate wood
panelling, expensive furniture
and other decorations. In
addition, the Café Parisien
offered cuisine for the first-class
passengers, with a sunlit veranda
fitted with trellis decorations.[13]
There were libraries and barber
shops in both the first and
second-class.[14] The third class
general room had pine panelling
and sturdy teak furniture.[15]
The ship incorporated
technologically advanced
features for the period. She had
three electric elevators in first
class and one in second class.
She had also an extensive
electrical subsystem with steam-
powered generators and ship-
wide wiring feeding electric lights
and two Marconi radios,
including a powerful 1,500-watt
set manned by two operators
working in shifts, allowing
constant contact and the
transmission of many passenger
messages.[16] First-class
passengers paid a hefty fee for
such amenities. The most
expensive one-way trans-Atlantic
passage was £875 (£64,204 as of
2011),[17] or $4,375 ($99,237 as
of 2011),[18].
Lifeboats
For her maiden voyage, Titanic
carried a total of 20 lifeboats of
three different varieties:[19]
Lifeboats 1 and 2: emergency
wooden cutters: 25'2" long by
7'2" wide by 3'2" deep;
capacity 326.6 cubic feet (9.25
m3) or 40 people.[20]
Lifeboats 3 to 16: wooden
lifeboats: 30' long by 9'1" wide
by 4' deep; capacity 655.2
cubic feet (18.55 m3) or 65
people.[20]
Lifeboats A, B, C and D:
Englehardt "collapsible"
lifeboats: 27'5" long by 8' wide
by 3' deep; capacity 376.6
cubic feet (10.66 m3) or 47
people.[20]
The lifeboats were
predominantly stowed in chocks
on the boat deck, connected to
the fall

Monday, February 7, 2011

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Tuesday, February 1, 2011

Top and the best hospitals in India

Artemis Health Institute, Sector 51, Gurgaon Global Hospitals Group Global Hospitals & Health City, Chennai. VeeCare Hospital, Near Koyambedu Junction,Thirumangalam,Anna Nagar,Chennai, Tamilnadu Grace Speech and Hearing, New. No.8, Old No.68, Adanjan Mudali St,Mandaveli, Chennai, Tamilnadu Global Hospitals Group, Perumbakkam, Chennai, Tamilnadu Chettinad Health City, Kelambakkam, Tamilnadu Frontier Lifeline & Dr. K.M. Cherian Heart Foundation Madras Medical Mission Christian Medical College & Hospital , Vellore Apollo Hospital Rushabh Eye Hospital and Laser Center, Chembur, Mumbai Asian Regional Center for Hip Resurfacing Dr.Jeyasekharan Medical trust and nursing home Kovai Medical Center And Hospital(KMCH),Avanashi Road,Coimbatore Krishna Hospital, Cuddalore RVS Hospital, Sulur, Coimbatore Sri Ramachandra Medical College and Research Institute Meenakshi Mission Hospital and Research Centre Madurai Sankara Nethralaya, Chennai Sri Ramakrishna Hospital, Coimbatore PSG Hospitals, Coimbatore Ganga Hospital, Coimbatore NG Hospital, Coimbatore Kongunadu hospital, Coimbatore Vallalar Hospital, Coimbatore NM Hospital, Coimbatore Richmond Hospital, Coimbatore Rex ortho Hospital, Coimbatore GEM Hospital, Coimbatore SriRam Hospital, Coimbatore GKNM Hospital, Coimbatore Lotus Eye Hospital, Coimbatore Aravind Eye Hospital, Coimbatore Eye Foundation, Coimbatore Madurai Eye Hospital, Coimbatore Shifa Hospital, Tirunelveli Galaxy Hospital, Tirunelveli Pushpalatha Hospital, Tirunelveli Getwell Hospital, Tirunelveli Krishna Hospital, Tirunelveli Jebe Hospital, Tirunelveli Kartheek Hospital, Tirunelveli Jayasakthi Nursing Home, Naduveerapatu, Cuddalore District SIVA Meds, Pollachi Arun Hospital, Pollachi Fortis Malar Hospital Vijaya Hospital, Chennai Stanley Hospital, Chennai

Top listed of hospital in Tamil Nadu

Advanced Nuclear Medicine Research Institute, Chennai - Centre of Excellence in Thyroid Diseases and Nuclear Medicine Agarwal Eye Hospital - Ophthalmic care and research center Apollo Speciality Hospitals, Chennai Aravind Hospitals - Treatment for eye related problems Billroth Hospital - Offers treatment for gastroenterology related ailments Chellamuthu Trust - Psychiatric research and rehabilitation Chennai Hospitals - List of Government hospitals in Chennai Coimbatore Cancer Foundation - Cancer counselling, guidance and educational services CSR Memorial Hospital - Charitable hospital for the poor Department of Orthopaedic Surgery, Malar Hospitals - Spinal surgery and disc prolapse treatment centre Dr. Gautham's Neuro Centre - Neuro Behavioural Medicine Clinic Eljay-All about hearing, Purasawakkam, Chennai Girishwari Hospitals Pvt Ltd, Theynampet Global Hospitals & Health City - Tertiary Care Centre Grace Speech and Hearing, Mandaveli, Chennai Gynaecologists chennai Hande Hospital - Plastic and cosmetic surgery centre Harvey Heart Hospital - Cardiac surgery and ancillary services Hearing Centre, Duraiswamy Reddy St, near Deepam Hospital, Tambaram,Chennai Hearing Centre, Opp.Sidney Hospital, Nanganallur, Chennai Institute of Cardio-Vascular Diseases, The Madras Medical Mission - Specializes in cardiology and cardiac surgery Iswarya Fertility Centre - Specialises in Infertility Treatment & Reproductive Medicine Jeyalakshmi Heart Centre - Heart care centre Kaveri Medical Center - Trichy KG Hospital - Multi-speciality hospital Lasik Centre - Eye hospital Lifeline Hospitals-Perungudi- Chennai Malgudi Rural Hospital, Palani - Healthcare for Rural Populations Mohan Rau Memorial Hospital - Surgical and medical care clinic MV Hospital - Diabetes treatment and research centre Navodhaya Siddha Hospital - Herbal therapy and research centre Nilgiri Ayurvedic Resort - Ayurvedic health resort near Coimbatore Prakash Ayurvedic Nethralaya & Panchakarma Kendra- Ayurvedic Treatment for retianal Diseases & Panchkarma center Sankara Eye Society - Eye care and treatment services Sankara Netralaya - Super speciality eye hospital Sooriya hospital - Vadapalani- Chennai Sri Devi Hospital - Anna Nagar Sri Devi Speciality - Koyambedu SRM General Hospital- Potheri-Tamil Nadu Swami Sivananda Charitable Hospital - 50 bed hospital The Madras Medical Mission - Hospital Thyroid Clinic - Endocrine surgery for thyroid disorders Trauma Care Consortium - First aid, emergency medical relief and ambulance services Tuberculosis Research Center - Tuberculosis research & treatment center Vasan Eye Care - Tamil Nadu YRG Care - Center for AIDS research and education