12 DELAY, CONSEQUENTIAL LOSS, ETC.
(1) Arrival times are not guaranteed by the Carrier. If the Carrier is held liable in respect of delay, consequential loss or damage other than loss of or damage to the Goods, the liability of the Carrier shall be limited to double the freight for the transport covered by this Bill of Lading, or the value of the Goods as determined in Clause 11 whichever is the less.
(2) If at any time the carriage is or is likely to be affected by any hindrance, risk, delay, difficulty or disadvantage of any kind (including the condition of the Goods), whensoever and wheresoever arising (whether or not the carriage has commenced) the Carrier may:
(a) without notice to the Merchant abandon the carriage of the Goods and where reasonably possible place the Goods or any part of them at the Merchant’s disposal at any place which the Carrier may deem safe and convenient, whereupon the responsibility of the Carrier in respect of such Goods shall cease.
(b) without prejudice to the Carrier’s rights subsequently to abandon the Carriage under (a) above, continue the carriage. In any event the Carrier shall be entitled to full charges on Goods received for carriage and the Merchant shall pay any additional costs resulting from the above mentioned circumstances.
(3) The liability of the Carrier in respect of the Goods shall cease on the delivery or other disposition of the Goods in accordance with the orders or recommendations given by any Government or Authority or any person acting or purporting to act as or on behalf of such Government or Authority.

13 DEFENCES
The defences and limits of liability provided for in these Conditions shall apply in any actions against the Carrier for loss of or damage or delay to the Goods whether the action be founded in contract or in tort.

14 LIABILITY OF OTHER PERSONS
(1) Any person or vessel whatsoever, including but not limited to, the Carrier’s servants or agents, any independent contractor or his servants or agents, and all others by whom the whole or any part of the contract evidenced by this Bill of Lading. whether directly or indirectly, is procured, performed or undertaken, shall have the benefit of all provisions in this Bill of Lading benefiting the Carrier as if such provisions were expressly for his benefit and in entering into this contract the Canrrier to the extent of these provisions, does so not only on his own behalf but also as agent or trustee for such persons and vessels and such persons and vessels shall to this extent be or be deemed to be parties to this contract.
(2) The aggregate of the amounts recoverable from the Carrier and the persons refered to in paragraph (2) of Clause 5 shall in no case exceed the limits provided for in these conditions.

15 METHOD AND ROUTE OF TRANSPORTATION
(1) The Carrier may at any time, with or without notice to the Merchant, use any means of transport or storage whatsoever; load or carry the Goods on any vessel whether named on the front hereof or not; stow the Goods, whether containerised or not, on or under deck; transfer the Goods from one conveyance to another including transhipping or carrying the same on a vessel other than that named on the front hereof or by any other means of transport whatsoever; at any place unpack or remove Goods which have been stuffed in or on a Container and forward
the same in any manner whatsoever; proceed at any speed and by any route in his discretion (whether or not the nearest or most direct or customary or advertised route) and proceed to or stay at any place whatsoever once or more often and in any order; load or unload the Goods from any conveyance at any place; comply with any orders or recommendations given by any Government or Authority or any person or body acting or purporting to act as or on behalf of such Government or Authority or having under the terms of the insurance on the conveyance employed by the Carrier the right to give orders or directions; permit the vessel to proceed with or without pilots, to tow or be towed or be drydocked; permit the vessel to carry livestock, Goods of all kinds, dangerous or otherwise. contraband, explosives, munitions or warlike stores and sail armed or unarmed
(2) The liberties set out in paragraph (1) of this Clause may be invoked by the Carrier for any purposes whatsoever whether or not connected with the Carriage of the Goods. Anything done in accordance with paragraph (1) of this Clause or any delay arising there from shall be deemed to be within the contractual Carriage and shall not be a deviation of whatsoever nature of degree.

16 DELIVERY
If delivery of the Goods or any part thereof is not taken by the Merchant, at the time and place when and where the Carrier is entitled to call upon the Merchant to take delivery thereon, the Carrier shall be entitled to store the Goods or any part thereof at the sole risk of the Merchant, where upon the liability of the Carrier in respect of the Goods or that part thereof stored as aforesaid (as the case may be) shall wholly cease and the cost of such storage (if paid by or payable by the Carrier or any agent of sub-contractor of the Carrier) shall forthwith upon demand be paid by the Merchant to the Carrier.

17 BOTH-TO BLAME COLLISION
If the vessel on which the Goods are carried (the carrying vessel) comes into collision with any other vessel or object (the non-carrying vessel or object) as a result of the negligence of the non-carrying vessel or object or the owner of, charterer of or person responsible for the non-carrying vessel or object, the Merchant undertakes to defend, indemnify and hold harmless the Carrier against all claims by or liability to (and any expence arising therefrom) any vessel or person in respect of any loss of, or damage to, or any claim whatsoever of the Merchant paid or payable to the Merchant by the non-carrying vessel or object, or the owner of, charterer of or person responsible for the non-carrying vessel or object and set off, recouped or recovered by such vessel, object or person(s) against the Carrier, the carrying vessel or her owners or charterers.

18 FREIGHT AND CHARGES
(1)) Freight shall be paid in cash without discount and, whether prepayable or payable at destination, shall be considered as earned on receipt of the Goods and not to be returned or relinquished in any event.
(2) Freight and all other amounts mentioned in this Bill of Lading are to be paid in the currency named in the Bill of Lading or, at the carrier’s option in the currency of the country of dispatch or destination at the highest rate of exchange for Bankers Sight Bills current for prepayable Freight on the day of dispatch and for Freight payable at destination on the day when the Merchant is notified of arrival of the Goods there or on the day of withdrawal of the delivery order, whichever rate is the higher, or at the option of the Carrier on the date of the Bill of Lading.
(3) All dues, taxes and charges or other expenses in connection with the Goods shall be paid by the Merchant.
(4) The Merchant shall reimburse the Carrier in proportion to the amount of Freight for any costs for deviation or delay or any other increase of costs of whatever nature caused by war, warlike operations, epidemics, strikes, governments or force majeure.
(5) The Merchant warrants the correctness of the declaration of contents, insurance, weight, measurement or value of the Goods but the Carrier reserves the right to have the contents inspected and the weight, measurement and value verified. If on such inspection it is found the declaration is not correct it is agreed that a sum equal either to five times the difference between the correct figure and the Freight charged, or to double the correct Freight less the Freight charged whichever sum is the smaller, shall be payable as linquidated damage to the Carrier for his inspection costs and losses of Freight on other Goods notwithstanding any other sum having been stated on the Bill of Lading as Freight payable.

19 LIEN
The Carrier shall have a lien on Goods and any documents relating thereto for all sums whatsoever due at any time to the Carrier from the Merchant and for General Average contributions to whomsoever due and forthe costs of recovering the same and the Carrier shall have the right to sell the Goods and documents by public auction or private treaty, without notice to the Merchant and at the Merchant’s expense and without any liability towards the Merchant.

20 GENERAL AVERAGE
(1) The Carrier may declare General Average which shall be adjustable according to the York/ Antwerp Rules of 1974 at any place at the option of the Carrier and the amended Jason Clause as approved by BIMCO is to be considered as incorporated herein and the Merchant shall provide such security as may be required by the Carrier in this connection.
(2) Notwithstanding (1) above, the Merchant shall defend, indemnify and hold harmless the Carrier in respect of any claim (and any expense arising therefrom) of a General Average nature which may be made on the Carrier and shall provide such security as may be required by the Carrier in this connection.
(3) The Carrier shall be under no obligation to take any steps whatsoever to collect security for General Average contributions due to the Merchant.

21 NOTICE
Unless notice of loss or damage to the Goods and general nature of it be given in writing to the Carrier or the persons referred to in paragraph 2 of Clause 5 at the place of delivery before or at the time of the removal of the Goods into the custody of the person entitled to delivery thereto under this Bill of Lading, or if the loss or damage be not apparent, within seven consecutive days thereafter, such removal shall be prima facie evidence of the delivery by the Carrier of the Goods as described in this Bill of Lading.

22 NON DELIVERY
If this Bill of Lading is issued evidencing the Carriers Contract of Carriage by Combined Transport, failure to effect delivery within 90 days after the expiry of a time limit agreed and expressed herein or, where no time limit is agreed and so expressed, failure to effect delivery within 90 days after the time it would be reasonable to allow for diligent completion of the combined transport operation shall, in the absence of the evidence to the contrary, give to the party entitled to receive delivery, the right to treat the Goods as lost.

23 TIME BAR
The Carrier shall be discharged of all liability under the Terms and Conditions of this Bill of Lading, unless suit is brought within nine months after
(1) the delivery of the Goods, or
(2) the date when the Goods should have been delivered, or
(3) the date when in accordance with Clause 22, failure to deliver the Goods would, in the absence of evidence to the contrary, give to the party entitled to receive delivery, the right to treat the Goods as lost.
In the event that such time period shall be found contrary to any Convention or law compulsorily applicable, the period covered by such Convention or law shall then apply but in that circumstance only.

24 VARIATION OF THE CONTRACT
No servant or agent of the Carrier shall have power to waive or vary any of the terms hereof unless such waiver or variation is in writing and is specificaffy authorised or ratified in writing by a director or officer of the Carrier who has the actual authority of the Carrier so to waive or vary.

25 PARTIAL INVALIDITY
If any provision in this Bill of Lading is held to be invalid or unenforceable by any court or regulatory or self regulatory agency or body, such invalidity or un enforceability shall attach only to such provision. The validity of the remaining provisions shall not be affected thereby and this Bill of Lading contract shall be carried out as if such invalid or unenforceable provision were not contained therein.

26 LAW AND JURISDICTION
The Contract evidenced by or contained in this Bill of Lading shall be governed by the law and Civil Code of the Netherlands and any claim or dispute arising hereunder or in connection herewith shall (without prejudice to the Carrier’s right to commence proceedings in any other jurisdiction) be subject to the jurisdiction of the Netherlands Courts.

BILL OF LADING FOR PORT TO PORT SHIPMENT OR FOR COMBINED TRANSPORT

DEFINITIONS

‘Merchant’ means and includes the Shipper, the Consignor, the Holder of this Bill of Lading, the Receiver and the Owner of the Goods.
‘Carrier’ means the issuer of this Bill of Lading as ,named on the face of it.
‘Hague Rules’ means the provisions of the International Convention for Unification of certain Rules relating to Bills of Lading signed at Brusselson 25th August 1924.
‘hague-visby rules’ means the Hague Rules as amended by the Protocol signed at Brussels on 23rd February 1968.
‘COGSA 1971′ means the Carriage of Goods by Sea Act 1971 of the United Kingdom.
‘MSA 1947 (13)’ means Section 13 of the Merchant Shipping Act 1947 of the Republic of Ireland.
‘HVR-NCC’ means the Hague-Visby Rules as incorporated in the Netherlands Civil Code.
‘SDR’S’ means Special Drawing Rights as defined by the International Monetary Fund.
‘Container’ includes any type of Container, Trailer, Flat or Unit Load Device.
‘Person’ includes an individual, a firm and a body corporate.

CONDITIONS

1 APPLICABILITY
The provisions setout and referred to in this document shall apply if the transport as described on the face of the Bill of Lading is Port to Port orCombined Transport.

2 CARRIER’S TARIFF
The provisions of the Carrier’s applicable Tariff, if any, are incorporated herein. Copies of such provisions are obtainable from the Carrier or hisagents upon request or, where applicable, from a government body with whom the Tariff has been filed. In the case of inconsistency between thisBill of Lading and the applicable Tariff, this Bill of Lading shall prevail.

3 WARRANTY
The Merchant warrants that in agreeing to the terms hereof he is the agent of and has the authority of the person owning or entitled to thepossession of the Goods or any person who has a present or future interest in the Goods.

4 NEGOTIABILITY AND TITLE TO THE GOODS
(1) This Bill of Lading shall be non-negotiable unless made ‘to order’ in which event it shall be negotiable and shall constitute title to theGoods and the holder shall be entitled to receive or to transfer the Goods herein described.
(2) This Bill of Lading shall be prima facie evidence of the taking in charge by the Carrier of the Goods as herein described. However,proof to the contrary shall not be admissible when this Bill of Lading has been negotiated or transferred for valuable considerationto a third party acting in good faith.

5 ISSUANCE OF THIS BILL OF LADING
By issuance of this Bill of Lading the Carrier assumes liability as set out in these Conditions and
(1) For Port to Port or Combined Transport, undertakes to perform and/or in his own name to procure the performance of the entiretransport, from the place at which the Goods are taken in charge to the place designated for delivery in this Bill of Lading.
(2) For the purposes and subject to the provisions of this Bill of Lading, the Carrier shall be responsible for the acts and omissions ofany person of whose services he makes use for the performance of the Contract evidenced by this Bill of Lading.
(3) When issued on a Port to Port Basis, the responsibility of the Carrier is limited to that part of the Carriage from and during loading onto thevessel up to and during discharge from the vessel and the Carrier shall not be liable for any loss or damage whatsoever in respect of the Goodsor for any other matter arising during any other part of the Carriage even though charges for the whole Carriage have been charged by theCarrier. The Merchant constitutes the Carrier as agent to enter into contracts on behalf of the Merchant with others for transport, storage,handling or any other services in respect of the Goods prior to loading and subsequent to discharge of the Goods from the vessel withoutresponsibility for any act or omission whatsoever on the part of the Carrier or others and the Carrier may as such agent enter into contract withothers on any terms whatsoever including terms less favourable than the terms in this Bill of Lading.

6 DANGEROUS GOODS INDEMNITY
(1) The Merchant shall comply with the rules which are mandatory according to the National Law or by reason of International Convention, relatingto the carriage of Goods of a dangerous nature, and shall in any case inform the Carrier in writing of the exact nature of the danger, beforeGoods of a dangerous nature are taken in charge by the Carrier and indicate to him, if need be, the precautions to be taken.
(2) lIthe Merchant fails to provide such information and the Carrier is unaware of the dangerous nature of the Goods and the necessary precautionsto be taken and if, at the time, they are deemed to bea hazard to life or property, they may at any place be unloaded, destroyed or renderedharmless, as circumstances may require, without compensation, and the Merchant shall be liable for all loss, damage, delay or expenses arisingout of their being taken in charge, or their carriage, or of any services incidental thereto.
(3) If any Goods shippes with the knowledge of the Carrier as to their dangerous nature shall become a danger to the vessel, vehicle or cargo, theymay in like manner be unloaded or landed at any place or destroyed or rendered innocuous by the Carrier, without liability on the part oftheCarrier, except-General Average, if any.

7 DESCRIPTION OF GOODS AND MERCHANT’S PACKING
(1) The Consignor shall be deemed to have guaranteed to the Carrier the accuracy, at the time the Goods were taken in charge by the Carrier,’ ofthe description of the Goods, marks, numbers, quantity, weight and/or volume as furnished by him, and the Consignor shall defend, indemnifyand hold harmless the Carrier against all loss, damage and expenses arising or resulting from inaccuracies in or inadequacy of such particulars.The right of the Carrier to such obligation from the Consignor shall in no way limit his responsibility and liability under this Bill of Lading to anyperson other than the Consignor.
(2) Without prejudice to Clause 8 (A) (2) (c), the Merchant shall be liable for any loss, damage or injury caused by faulty or insufficient packing ofGoods or by faulty loading or packing within containers and trailers and on flats when such loading or packing has been performed by theMerchant or on behalf of the Merchant by a person other than the Carrier, or by defect or unsuitability of the containers, trailers or flats, whensupplied by the Merchant, and shall defend, indemnify and hold harmless the Carrier against any additional expenses so caused.
(3) It is agreed that superficial rust, oxidation or any like condition due to moisture is not a condition of damage but is inherent to the nature of theGoods and acknowledgement of the receipt ofthe Goods in apparent good order and condition is not a representation that such conditions ofrust, oxidation or the like did not exist on receipt.
(4) (a) The Merchant undertakes not to tender for transportation any Goods which require temperature control without previously giving writtennotice of their nature and particular temperature range to be maintained and in the case of a temperature controlled Container stuffed byor on behalf of the Merchant further undertakes that the Goods have been properly stuffed in the Container and that its thermostaticcontrols have been properly set by the Merchant before receipt of the Goods by the Carrier. If the said requirements are not complied withthe Carrier shall not be liable for any loss of or damage to the Goods by such non-compliance.
(b) The Carrier shall not be liable for any loss of or damage to the Goods arising from latent defects, derangement, breakdown, stoppage ofthe temperature controlling machinery, plant insulation or any apparatus of the Containers, provided that the Carrier shall before or at thebeginning of the transport exercise due diligence to maintain the temperature controlled Container in an efficient state.

8 EXTENT OF LIABILITY
A(1) The Carrier shall be liable for loss or damage to the Goods occurring between the time when he takes the Goods into his chargeand the time of delivery.
(2) The Carrier shall, however, be relieved of liability for any loss or damage if such loss or damage was caused by
(a) an act or omission of the Merchant, or person other than the Carrier acting on behalf of the Merchant or from whom the Carriertook the Goods in charge:
(b) insufficiency or defective condition of the packaging or marks and/or numbers:
(c) handling, loading, storage or unloading of the Goods by the Merchant or any person acting on behalf of the Merchant:
(d) inherent vice of the Goods:
(e) strike, lockout, stoppage or restraint of labour, the consequences of which the Carrier could not avoid by the exercise ofreasonable diligence:
(f) a nuclear incident if the operator of a nuclear installation or a person acting for him is liable for this damage under an applicableInternational Convention or National Law governing liability in respect of nuclear energy:
(g) any cause or event which the Carrier could not avoid and the consequences whereof he could not prevent by the exercise ofreasonable diligence.
(3) The burden of proving that the loss or damage was due to one or more of the above causes or events shall rest upon the Carrier.When the Carrier establishes that, in the circumstances of the case, the loss or damage could be attributed to one or more of the causes andevents specified in (b) to (d) above, it shall be presumed that it was so caused. The claimant shall, however, be entitled to prove that theloss or damage was not, in fact, caused wholly or partly by one or more of these causes or events.
B When in accordance with Clause 8.A.1. the Carrier is liable to pay compensation in respect of loss or damage and the stage of transport whereloss or damage occurred is known, the liability of the Carrier in respect of such loss or damage shall be determined by the provisions contained inany International Convention or National Law, which provisions
(a) cannot be departed from by private contract, to the detriment of the claimant, and
(b) would have applied if the claimant had made a separate and direct contract with the Carrier in respect of the particular stage oftransport where the loss or damage occurred and received as evidence thereof any particular document which must be issued in order tomake such International Convention or National Law applicable.

9 CONTAINERS
(1) Goods may be stuffed by the Carrier in or on Containers and Goods may be stuffed with other Goods.
(2) The terms of this Bill of Lading shall govern the responsibility of the Carrier in connection with or arising out of the supply of aContainer to the Merchant, whether supplied before or after the Goods are received by the Carrier or delivered to the Merchant.
(3) If a Container has been stuffed by or on behalf of the Merchant.
(A) the Carrier shall not be liable for loss or damage to the Goods;
(i) caused by the manner in which the Container has been stuffed
(ii) caused by the unsuitability of the Goods for carriage in Containers;
(iii) caused by the unsuitability or defective condition of the Container provided that where the Container has been supplied by or on behalfof the Carrier, this paragraph (iii) shall only apply if the unsuitability or defective condition arose (a) without any want of due diligenceon the part of the Carrier or (b) would have been apparent on reasonable inspection by the Merchant at or prior to the time when theContainer was stuffed;
(iv) if the Container is not sealed at the commencement of the Carriage except where the Carrier has agreed to seal the Container.
(B) the Merchant shall defend, indemnify and hold harmless the Carrier against any loss, damage, claim, liability or expensewhatsoever arising from one or more of the matters covered by (A) above except for (A) (iii) (a)
(4) Where the Carrier is instructed to provide a Container, in the absence of a written request to the contrary, the Carrier is not under anobligation to provide a Container of any particular type or quality.

10 PARAMOUNT CLAUSE
(1) This Bill of Lading insofar as it relates to sea carriage by any vessel whether named herein or not shall have effect subject to the Hague Rulesor any legislation making such Rules or the Hague-Visby Rules compulsorily applicable (such as COGSA 1971 , MSA 1947 (13) or HVR-NCC) tothis Bill of Lading and the provision of the Hague Rules or applicable legislation shall be deemed incorporated herein. The Hague Rules shallapply to the carriage of Goods by inland waterways and reference to carriage by sea in such Rules shall be deemed to include reference toinland waterways. The Hague Rules or applicable legislation shall apply to all Goods whether carried on deck or under deck.
(2) The Carrier shall be entitled (and nothing in this Bill of Lading shall operate to limit or deprive such entitlement) to the full benefit of,and rights to, all limitations of or exemptions from liability and al rights conferred or authorised by any applicable law, statute orregulation of any country.

11 LIMITATION AMOUNT
(1) When the Carrier is liable for compensation in respect of loss or damage to the Goods, such compensation shall be calculated by reference to the value of such Goods at the place and time they are delivered to the Consignee in accordance with the contract or should have been so delivered.
(2) The value of the Goods shall be fixed according to the current commodity exchange price, or, if there be no such price, according to the current market price, or, if there be no commodity exchange price or current market price, by reference to the normal value of Goods of the same kind and quality.
(3) Except where otherwise provided in this Bill of Lading, compensation shall not exceed 2 SDR’s per kilo of the gross weight, or 666.67 SDR’s per package or unit, of Goods lost or damaged, whichever shall be the greater. SDR’s shall be calculated as at the date when settlement is agreed or judgment made. However, the Carrier shall not, in any case, be liable for an amount greater than the actual loss to the person entitled to the claim.
(4) Where the Hague Rules or Hague-Visby Rules apply, the Camer shall not, unless a declared value has been noted in accordance with paragraph 5 of this Clause, be or become liable for any loss or damage to or in connection with the Goods in an amount per package or shipping unit in excess of the package or shipping unit limitation as laid down by the applicable Rules or Act or any legislation making these Rules compulsorily applicable to this Bill of Lading. If no limitation amount is applicable under the relevant compulsory legislation, paragraph 11 (3) above will apply.
(5) The Carrier’s liability, if any, may be increas.ed to a higher value by the Shipping making a declaration, in writing, of the Goods valuation on delivery to the Carrier of the Goods for shipment, such valuation to be inserted on the front of this Bm of Lading, in the space provided, and extra freight paid if required by the Carrier. In such case, if the actual value of the Goods shall exceed such declared value, the value shall nevertheless be deemed to be the declared value and the Carrier’s liability, if any, shall not exceed the declared value and any partial loss or damage shall be adjusted pro rata on the basis of such declared value.
(6) Where a Container is used to consolidate Goods and such Container is stuffed by the Carrier, the number of packages or shipping units stated on the face of this Bill of Lading in the box Provided shall be deemed the number of packages or shipping units for the purpose of any limit of liability per package or shipping unit provided in any International Convention or National Law relating to the Carriage of Goods by Sea or Water. Except as aforesaid the Container shall be considered the package, or shipping unit. The word’s ’shipping unit’ shall mean each physical unit or piece of cargo not shipped in a package, including articles or things of any description whatsoever, except Goods hipping in bulk, and irrespective of the weight or measurement unit employed in calculating freight charges. As to Goods shipped in bulk, the limitation applicable thereto shall be the limitation provided in such convention or law which may be applicable and in no event shall anything herein be construed to be a waiver of limitation as to Goods shipped in bulk.

Next page

Fashion designers have aggressively introduced batik into the world fashion scene. They have done much to promote the Indonesian art of batik dress, in its traditional and modern forms.

The horizon of batik is continuing to widen. While the design process has remained basically the same over the last century, the process shows great progress in recent decades. Traditionally, batik was sold in 2 1/4 meter lengths used for kain panjang or sarong in traditional dress. Now, not only is batik used as a material to clothe the human body, its uses also include furnishing fabrics, heavy canvas wall hangings, tablecloths and household accessories. Batik techniques are used by famous artists to create batik paintings which grace many homes and offices.

Fine quality handmade batik is very expensive and the production of such works is very limited. However, in a Modern Batikworld that is dominated by machines there is an increasing interest in materials that have been handmade. Batik is one of these materials.

Have a batik dress or men’s business shirt made for you by a seamstress or tailor. You can visit batik factories in Jogjakarta, Surakarta or Pekalongan to see for yourself how the intricate process is conducted or ask questions of batik artisans giving demonstrations in stores such as Sarinah or Pasaraya in Jakarta. You will come away with sense of wonder over the time, effort and patience put into the creation of each batik cloth. You too may soon grow to love the distinctive waxy smell of batik and your batik acquisitions will provide many memories of your stay in Indonesia. Your support of the batik industry will also ensure that this art form grows to even greater peaks.

Certain areas are known for a predominance of certain designs. Central Javanese designs are influenced by traditional patterns and colors. Batik from the north coast of Java, near Pekalongan and Cirebon, have been greatly influenced by Chinese culture and effect brighter colors and more intricate flower and cloud designs.

High fashion designs drawn on silk are very popular with wealthy Indonesians. These exceptionally high-quality pieces can take months to create and costs hundreds of dollars.

Ceplok Design.
Ceplok is a general name for a whole series of geometric designs based on squares, rhombs, circles, stars, etc. Although fundamentally geometric, ceplok can also represent abstractions and stylization of flowers, buds, seeds and even animals. Variations in color intensity can create illusions of depth and the overall effect is not unlike medallion patterns seen on Turkish tribal rugs. The Indonesian population is largely Muslim, a religion that forbids the portrayal of animal and human forms in a realistic manner. To get around this prohibition, the batik worker does not attempt to express this matter in a realistic form. A single element of the form is chosen and then that element is repeated again and again in the pattern.

Kawung Design.
Kawung is another very old design consisting of intersecting circles, known in Java since at least the thirteenth century. This design has appeared carved into the walls of many temples throughout Java such as Prambanan near Jogjakarta and Kediri in East Java. For many years, this pattern was reserved for the royal court of the Sultan of Jogjakarta. The circles are sometimes embellished inside with two or more small crosses or other ornaments such as intersecting lines or dots. It has been suggested that the ovals might represent flora such as the fruit of the kapok (silk cotton) tree or the aren (sugar palm).

Parang Design.
Parang was once used exclusively by the royal courts of Central Java. It has several suggested meanings such as ‘rugged rock’, ‘knife pattern’ or ‘broken blade’. The Parang design consists of slanting rows of thick knife-like segments running in parallel diagonal bands. Parang usually alternated with narrower bands in a darker contrasting color. These darker bands contain another design element, a line of lozenge-shaped motifs call mlinjon. There are many variations of this basic striped pattern with its elegant sweeping lines, with over forty parang designs recorded. The most famous is the ‘Parang Rusak’ which in its most classical form consisting of rows of softly folded parang. This motif also appears in media other than batik, including woodcarving and as ornamentation on gamelan musical instruments.

There is nowhere in the world where the art of batik has been developed to the highest standards as in the island of Java in Indonesia. All the raw materials for the process are readily available – cotton and beeswax and many plants from which the dyes are made.

The traditional skills were particularly well developed over hundreds of years in Central Java around Pekalongan, Yogyakarta and Solo. Designs were copies and in some cases the cloths could only be used by certain people or on certain occasions.

To make a batik, selected areas of the cloth are blocked out by brushing or drawing hot wax over them, and the cloth is then dyed. The parts covered in wax resist the dye and remain the original colour. This process of waxing and dyeing can be repeated to create more elaborate and colourful designs. After the final dyeing the wax is removed and the cloth is ready for wearing or showing.

Everywhere in Indonesia people still wear clothing made from batik cloth and the tourist industry has opened up a new market for cheap batik clothing and pictures.

Washing Batik: Harsh chemical detergents, dryers and drying of fabrics in the sun may fade the colors in batik. Traditionally dyed batiks should be washed in soap for sensitive fabrics, such as Woolite, Silky or Halus. Fine batik in Indonesia is washed with the lerak fruit which can be purchased at most traditional markets. A bottled version of this detergent is also available at batik stores. Be sure to line dry batik in a shady area and not in direct sunlight.

Such barges can be equipped with covers of various types if the cargo is weather-sensitive (finished steel or grain). Generally, these covers are fabricated of fiberglass or steel. They can be lifted or rolled away for access to the barge hold, or cargo box.
In 2004, the dry bulk cargo barge fleet on the Mississippi River System (Mississippi, Gulf Intracoastal Waterway east and west, Ohio, Illinois, Missouri Rivers, etc.) stood at 5,836 open hoppers and 11,572 covered hoppers, for a total of 17,408, according the Criton Corporation. Smaller barge fleets also operate on the East (Hudson River, etc.) and West coasts (Columbia River, Sacramento River, etc) of the United States, and in numerous countries including India.

“Dry bulk cargo barges” are typically operated and mainted with efficiancy and environmental stewardship in mind. Typically, an informal set of industry best practices are applicable, including:

Barge loading
Barge loading should be conducted in a manner that minimizes the amount of cargo spilled onto the deck. The loading process is the responsibility of the loader operator at the loading facility.

Barge unloading
Barge unloading should be conducted in a manner that minimizes the amount of cargo spilled onto the deck. The unloading process is the responsibility of the unloader operator at the unloading facility.

Cargo spillage
The nature of the dry bulk commodity business is such that some amount of cargo spillage is typically unavoidable. In such cases the following practices are standard:

When possible, cargo residue will be swept and shoveled back into the hopper, provided cargo is the same.

If the current cargo is not the same as the residue remaining on the barge deck, the residue should be swept up against the barge coaming and in some cases may be shoveled and placed into a container or bag.

If the quantity of cargo exceeds an amount that can be safely cleaned, then a barge report will be filed and the cargo will be cleaned at a facility.

Trash on deck
Trash that may be left on deck such as junk line or garbage is bagged and placed so that exposure to rain or the possibility of being washed off of tow is eliminated.

Below deck water
Barge hulls are maintained to minimize the accumulation of river water below deck.

If a barge develops a detectable leak, crew members will go below deck and install a temporary patch, known as a shingle.

The hull will be repaired when possible.

Water that accumulates in void tank generally needs to be removed. When this is the case, the following best practices are applicable:

Visually inspect the water in the void for a sheen.

If no sheen is detected, the water is pumped from the void tank into the river. The crew will observe the water surrounding the tow for any sign of a visible sheen.

In the event a visible sheen is detected, the pump is immediately turned off (provided the barge is in no danger of sinking.) and the corrective action process as described in the VGP is implemented.

Barge inspection
When a barge is picked up by a boat, the on watch deck crew does an inspection of each barge that includes the following:

Each void tank is inspected for water. If water is found it is visually inspected for a sheen.

The deck of each barge is visually inspected for cargo spillage or trash.

Barge inspections are recorded on a barge inspection form.

It is common for a barge to be handled by multiple vessels and even multiple vessels each barge voyage (empty to empty).

Barge inspection forms are maintained shore side.

At least once every watch, the deck crew inspects the void tanks of each barge to ensure that no water is being taken on.

Deck scaling
Barge decks are maintained to minimize the formation of large rust scales, this is typically accomplished by painting the deck as needed.

Terminology related to the dry bulk cargo barge industry:

• Above Waterline - The portion of a barge that is out of the water at a given time. This will vary based on whether or not the barge is loaded or empty.
• Barge – Non-powered cargo or work vessel.
• Barge Pump – Small portable pump used for removing water.
• Barge Voyage – The time from which an empty barge is placed in tow, until it has been loaded, emptied and returned to a fleet. May include stops in a terminal fleet, cleaning and/or repair.
• Barge Washing – Using water to clean cargo from the deck and/or hopper of a barge. Typically conducted at a barge washing facility.
• Below Waterline – The portion of a barge that is below the water at a given time. This will vary based on whether or not the barge is loaded or empty
• Boot – Fitting attached to the end of a suction hose on a barge pump that prevents large particles from being suctioned.
• Cargo Box – Open hold on a barge for cargo
• Cargo Residue – A quantity of product remaining on a barge deck on in a hopper.
• Cargo Trimming – Shifting or rearranging cargo to level a barge.
• Coaming – High sides around an open hopper barge.
• Cover – Fits over the coaming. Used to protect weather sensitive cargo such as grain. Large, typically constructed of steel or fiberglass. Depending on style, they can be lifted off by crane or rolled away for access to the hopper.
• Cover Hatch – Lid which allows access to the cargo hopper through the cover. Typically used for cargo loading.
• Deck – The work area and walkways of a barge.
• Dry Dock – Structure used to raise a vessel out of the water so as to expose all parts of the hull for inspection, repairs or painting.
• Draft – Vertical distance between the water line and the bottom of the vessel hull.
• Empty Barge – A barge without cargo.
• Fleet – Group of moored barges
• Fleeting – Service that includes mooring of barges and associated shifting.
• Fleet tug – Or Harbor Boat- small towboat used for fleeting.
• Freeboard – Vertical distance from the water line to the deck.
• Hatch – Opening in a deck for maintenance.
• Hatch lid – Covers the hatch opening.
• Hopper – Open hold on a barge for cargo.
• Hull – The frame or body of a vessel, excluding the bulk heads, deck or mechanical equipment.
• Inboard – Towards the center of the vessel.
• Inland Waters – Waterways inside the united states.
• Integrated tow – Barges of mixed cargo.
• Jumbo Barge – Common size for dry cargo barge, 35’x195’ or 200’
• Knuckle – Curved steel plate on side and bottom of barges.
• Lightering – Removing product from a barge to achieve the desired draft.
• Line Boat – Live on boat making regular trips.
• Line Deck – Open deck at the end of a barge.
• Loaded Barge – A barge containing cargo.
• Mooring – The act of securing a vessel.
• Outboard – Towards the outside of the vessel.
• Rearrange Tow – To move barges within a tow.
• Shifting – Moving barges within a fleet or from a terminal fleet to a loader or unloader.
• Shingle – Temporary plug to stop a leak below deck.
• Tier – Row of barges across the width of a fleet.
• Terminal – A facility that conducts either loading or unloading operations.
• Terminal Fleet – Group of moored barges at or near a terminal.
• Turning – Two boats meeting and exchanging tows.
• Tow – Group of barges lashed together for pushing.
• Tow Work – Assembling and connecting barges together.
• Void – Closed hull space providing buoyancy.
• Watch – Working shift of a vessel crew member.
• Western Rivers – The Mississippi river system.

Wet products, such as vegetable oils, orange juice, and liquid fuels are carried in tank barges.

S: wikipedia

Now, bulkers make up 40% of the world’s merchant fleets and range in size from single-hold mini-bulkers to mammoth ore ships able to carry 365,000 metric tons of deadweight (DWT). A number of specialized designs exist: some can unload their own cargo, some depend on port facilities for unloading, and some even package the cargo as it is loaded. Over half of all bulkers have Greek, Japanese, or Chinese owners and more than a quarter are registered in Panama. Japan is the largest single builder of bulkers, and 82% of these ships were built in Asia.

Bulk cargo can be very dense, corrosive, or abrasive. This can present safety problems: cargo shifting, spontaneous combustion, and cargo saturation can threaten a ship. The use of ships that are old and have corrosion problems has been linked to a spate of bulker sinkings in the 1990s, as have the bulker’s large hatchways, important for efficient cargo handling. New international regulations have since been introduced to improve ship design and inspection, and to streamline the process of abandoning ship.

There are various ways to define the term bulk carrier. As of 1999, the International Convention for the Safety of Life at Sea defines a bulk carrier as “a ship constructed with a single deck, top side tanks and hopper side tanks in cargo spaces and intended to primarily carry dry cargo in bulk; an ore carrier; or a combination carrier.” However, most classification societies use a broader definition where a bulker is any ship that carries dry unpackaged goods. Multipurpose cargo ships can carry bulk cargo, but can also carry other cargoes and are not specifically designed for bulk carriage. The term “dry bulk carrier” is used to distinguish bulkers from bulk liquid carriers such as oil, chemical, or liquefied petroleum gas carriers. Very small bulkers are almost indistinguishable from general cargo ships, and they are often classified based more on the ship’s use than its design.

A number of abbreviations are used to describe bulkers. “OBO” describes a bulker which carries a combination of ore, bulk, and oil, and “O/O” is used for combination oil and ore carriers. The terms “VLOC,” “VLBC,” “ULOC,” and “ULBC” for very large and ultra large ore and bulk carriers were adapted from the supertanker designations very large crude carrier and ultra large crude carrier.

Source: Many

There are many options for designing a nursery furniture such as child Cribs, Bassinets, Mattresses and Toddler beds, Changing Tables, Toy Chests, Rocking Chairs, Armories and Dressers, Baby Mobiles, rugs, mirrors, wall hangings, lamps, etc and you can arrange to look more beautiful.

Make your child always happy and cheerful

The Coats Crafts of crochet threads for household crochet which good quality and variety in threads, including the perennial white and creams, plus multi-coloured shades.  Many of the Patons yarns for handknittings also produce superb results for crochet.

From thick Patons yarns to fine Aida, Floretta and Chain Mercer Crochet cotton threads, the range of Coats Crafts for crochet ensures there is always the right thread for each application.

Also you will see crocheted from toys to sweaters. There are so many different items of crochet. There are snowflakes for the Christmas tree, sweaters for your best friend, and house slippers for every member of your family. You can even learn to crochet baby bibs, blankets, and outfits.

For a fully coordinated look, you may want to consider covering all the seats in your room. In addition to wing chair and couch slipcovers, there are loads of recliner, loveseat and ottoman covers available. One advantage of slipcovers over re-upholstery is that they can be removed and replaced any time you fancy a new look. For instance, you could alter the appearance of your home according to the change of seasons. Just by altering the look of your seats it’s possible to influence the mood of your entire room.

And not only that,  slipcovers are a practical solution if you have young children, pets or health problems such as dust, animal allergies, or asthma. Your child spills or gets dirt on the furniture. Your dog or cat sheds fur and flea eggs on your sofa. Dust, dirt and flea eggs just get ground into conventional upholstered furniture. It looks unsightly, and can cause a variety of heath problems.

No problem with a slipcover. Just take it off and wash it! Slipcovers are easy to care for and are made to be washed. If you like the casual look, just throw it in the wash. If you prefer a crisper look, you can either professionally wash & press, or dry clean it.