This Desert Meteors Zip-Up Hoodie is a standard Men's fit. Women should order a size down (S > XS) for best fit.
This premium all over print zip-up hoodie was inspired by a late-night drive through the Mojave Desert. It's vibrant print and ultra-soft fabric will provide comfort while you have star-gazing adventures of your own.


text:
What's the use of a fine house if you haven't got a tolerable planet to put it on?
- Henry David Thoreau
Jess Roskelley, David Lama and Hansjörg Auer: How the World Reacted.
On Friday, the world was forced to come to terms with the passing of three climbing pioneers. Perhaps the biggest loss to the outdoor community in decades, respects were paid from around the world.
Athletes & Explorers
Wilderness Porn
In the social media era, nature has become a commodity—hashtagged and hearted for mass consumption. But at what cost? Is our planet ultimately paying the price?
Netflix's "Our Planet" and that Walrus Scene
This time, it's uncomfortable. David Attenborough pulls off yet another incredible nature documentary - but beyond the 'wilderness porn', we're finally being shown what we need to see.
From The Journal...
Editor's Letters
White Death
Galvanised by their 6,000-meter ascent, a party of climbers disregard the most basic safety rule. The rescue worker is well reputed, but up there, life hangs by a thread.
More Than Just a Magazine
An Introduction to Olympic Surfing, with New Zealand's Paige Hareb
Learn about surfing's induction into the Olympics, and how New Zealand's top surfer, Paige Hareb, is preparing for the 2020 Games in Tokyo.
Brooke Hess
The 2020 Olympics will host four new sports that have yet to be showcased on the Olympic stage. Surfing, climbing, karate, and skateboarding will each make their Olympic debut.
"more youthful, more urban, and include more women."
The goal of adding these sports is to make the Olympics appeal to a younger audience. International Olympic Committee (IOC) president, Thomas Bach, told BBC Sport that the addition of these events will make the Games "more youthful, more urban, and include more women."
Photo: World Surf League
the decision to include surfing in the 2020 Olympics was unanimous
Surf competitions, have for a long time, been considered controversial. Many surfers disagree about the appropriate surf conditions and technique, which can make judging surfing competitions somewhat subjective. However, with the International Surfing Association (ISA) leading the charge in competitive surfing events, the IOC has finally recognised surfing as a legitimate, organised, competitive sport, ready for its Olympic debut (in fact, out of the 90 IOC members voting, the decision to include surfing in the 2020 Olympics was unanimous).
The format of a surfing competition looks like this: There are usually 2-4 competitors in a heat, with the heat lasting between 20 and 30 minutes. Competitors are judged on the best two waves they catch during their heat. There are five judges who each give them a score out of 10, with the average of the five scores being taken. A perfect score would be 20/20 (perfect 10 for each of the two waves judged). Scoring is based on five things:
Commitment and degree of difficulty
Innovative and progressive maneuvers
Combination of major maneuvers
Variety of maneuvers
Speed, power and flow.
Judging surfing is subjective, because different waves may vary in quality between heats, or even within a heat. One way that surf competitions have been able to minimize variation and secure an equal playing field is by holding competitions in artificial wave pools. There had been rumors that the Olympic surfing event might be held in one such artificial wave pool in Tokyo, in order to make it more of an objective spectator sport. However, the ISA has recently announced that the site of the surfing event in the 2020 Olympic Games will be in the ocean at Shidashita Beach, 40 miles outside of Tokyo. Surfing in the Tokyo Olympic Games will be held in a similar format as other ISA surf competitions, but it will have a 16 day waiting period in order to ensure good conditions for the event. Once the event starts, though, there will only be 2 days to finish it.
The Tokyo Olympics will host 20 male and 20 female surf athletes in a shortboard competition. There are five opportunities for athletes to qualify for the Olympics:
10 men and 8 women will qualify through their sports on the 2019 World Surf League Championship Tour
4 men and 4 women will qualify at the 2019 ISA World Surfing Games
One man and one woman will qualify at the 2019 Pan American Games
One man and one woman from the host nation of Japan will be guaranteed a slot in the Games.
We wanted to know a little more about surfing in the Olympics, and the process of qualifying for the event, so we got an insiders scoop! The following interview is with New Zealand's top surfer, Paige Hareb. Paige is the first woman from New Zealand to qualify for the WSL Championship Tour, which means she has a good shot at qualifying for the Olympics.
TOJ: With the 2020 Tokyo Olympics being the first year that surfing will be held in the Olympics, what significance does this have for the sport? Do you think this will help grow the sport?
Paige: Surfing in the 2020 Tokyo Olympics for the first time ever is such a huge moment in history for the sport of surfing and I think it can only be a positive thing for the sport. I think it will help grow the sport of surfing, audience, sponsor and talent wise. All great things!
"I've already made it a goal for me to medal"
TOJ: Being New Zealand's only surfer on the World Tour, and thus New Zealand's only surfer with a chance at the Olympic Games, how important are the Olympic Games to you?
Paige: I think other New Zealanders can qualify through the ISA World Surfing Games in 2019 & 2020 so would amazing to see another kiwi go but yeah, I feel pretty proud to be the only New Zealander on the World Tour and knowing that I have a really good chance to represent New Zealand at the Olympics. I've always wanted to go to the Olympics since I was little, so they're pretty important to me right now.
TOJ: In terms of preparing for the World Tour and the Olympic qualification events, how will you prepare?
Paige: I have some good people helping me out but I think for this year it might be my easiest and best way to try and qualify for the Olympics by trying to stay on the World tour for 2019, so that's my biggest goal right now and with a couple of events left this year, I'm on the right track. Whether I go to the Olympics or not, I want to be the best I can be, so I'm always tying and training to be better!
TOJ: Where do you train?
Paige: Most of the year I travel from contest to contest and live out of my suitcase. I try to surf everyday if I'm not flying. At the start of the year I spend a bit of time at home and a lot of time on the Gold Coast, so I get a fitness trainer and coach over there. Then mid year I spend a bit of time in California and have great contacts there too.
It's hard traveling, you kind of just have to try and make whatever work.
TOJ: Do you do any sport-specific strength training?
Paige: At the start of the season I do but then traveling so much it's hard to find a gym and good trainers everywhere I go but if you can build a good foundation at the start of the year and then I honestly think that the best training for surfing is surfing!
TOJ: How do train your mind to be at ease under the pressure of high-profile competitions?
Paige: I really like to be in the moment, if I can get myself in the moment and be in the 'zone' then it will all just happen. Sometimes I feel myself getting or being nervous or overthinking so some self talk helps me get back to the job at hand and in the moment.
TOJ: If you do end up qualifying for a spot at the 2020 Tokyo Olympics, what will be your goal there?
Paige: If I qualify, I've already made it a goal for me to medal, it could be my only chance and I'd love to win a medal for New Zealand! That's a bit of a obvious answer isn't it? Haha. I'll really be trying not to just be another number there haha
"I can't even imagine what some of the girls and guys will be doing in even a couple of years time!"
TOJ: Event organizers have announced that surfing at the 2020 Olympics will be held on a beach just 40 minutes outside of Tokyo, rather than in an artificial wave pool. Do you think this is the best way to hold the competition and showcase the sport?
Paige: If the waves are fun it will be fine but I've been to japan several times now and never really had good waves. I also heard that surfing will get the first three days of the Olympics. I don't think that's enough time because it could be flat or just really bad conditions the whole time which would suck for us as surfers, for the fans and just for the sport of surfing in general. Especially when it's our first time in the Olympics, I think we would love to show people how fun and amazing surfing really can be and I think the best, easiest way is to have it in an artificial wave. I really hope the event organizers change their mind.
Paige Hareb surfing the wave pool at the Founders Cup competition. Photo: @alschaben
TOJ: Have you surfed in an artificial wave pool? Do you think they will help progress the future of the sport?
Paige: Yes I have surfed in the WaveGarden in Spain and also been in Kelly Slaters surf ranch many times now. They are amazing and so fun! I think the best thing about them is you can try the same move over and over on the same section until you get it! In the ocean every wave is different so it makes it a lot harder to do that. To practice over and over like snowboarding over the same big jump on a mountain or hitting a tennis ball down the same part of the court everytime, that's what's going to make the future of surfing get better and better and I can't even imagine what some of the girls and guys will be doing in even a couple of years time! It's exciting!
TOJ: Who do you look up to in the sport of surfing?
Paige: I think I have to say Kelly Slater. He's been around forever, I grew up looking up to him and he's the G.O.A.T (Greatest Of All Time).
Alone Across Antarctica Part 3: Nowhere to Hide – Børge Ousland's World Record Legacy
Norwegian legend Børge Ousland, who navigated unknown landscapes in 1997 to become the first person ever to cross Antarctica alone, has a message for would-be record breakers.
Davey Braun
In a 5-part series Alone Across Antarctica, The Outdoor Journal connected with the greatest living polar explorers to discuss their solo missions across Antarctica, the most inhospitable environment on the planet. In Part 1, Colin O'Brady detailed his most recent world record attempt. In Part 2, Captain Louis Rudd explained what it took to survive his simultaneous 56-day journey. In this installment, Børge Ousland recounts the first-ever solo crossing of Antarctica and shares his perspective on the latest record-breaking attempts.
Børge Ousland is a Norwegian explorer and adventurer, among the best who have ever lived. As the first person ever to cross both poles on solo expeditions, Børge is a leading expert on polar exploration.
Børge became the first man to complete a solo and unaided journey to the North Pole in 1994. Then in 1997, he made the first solo and unaided crossing of Antarctica from coast to coast, covering 1,864 miles (2,845 km) from the edge of the Ronne Ice Shelf to the edge of the Ross Ice Shelf. In his world-first solo crossing of Antarctica, Børge set out from Berkner Island in the Weddell Sea and reached the McMurdo base by the Ross Sea 64 days later, hauling a 390 pound (178-kg) sled. He used a windsail to help propel him on parts of the journey.
Børge is so dedicated to polar exploration that he even held his wedding ceremony at the North Pole in 2012, flying in guests via helicopter.
The Outdoor Journal connected with Børge to discuss his solo crossing of Antarctica, a world's first, and how the latest record attempts by Colin O'Brady and Captain Louis Rudd stack up in the history of polar adventure.
WORLD'S FIRST SOLO CROSSING OF ANTARCTICA
TOJ: What initially inspired you to attempt the first solo crossing of Antarctica?
"We all have that need to overcome something difficult in life."
Børge Ousland: That trip was up for grabs back in the day. I had skied across Greenland. I skied solo to the North Pole in '94, that was my big test. In polar conditions, you're up there in the elements fighting yourself, overcoming difficulties and problems, and it's just you, and you have to find these solutions and answers. And that's fascinating for me. But the bottom line – the platform I've built my expeditions on – is adventure. I always liked the outdoors. I like to ski, I like to sleep in tents, I like to be physical, to move around, and be in the "here and now" in nature.
Børge Ousland hauled a 178 kilogram sled across Antarctica for 64 days.
The good part with the expeditions is that you are here and now. You focus on the weather, the equipment, the progress and not something that is going to happen tomorrow, which is more or less what we're doing in daily life.
It's also fascinating to look at something that nobody has done before and think, "Maybe I can do that." Then you start to think about it and then finally you get that belief in yourself that, "Yes, I can do that!" And then you make it into a plan and you go. So it's not about being first or greatest, it's about overcoming something. I think we all have that need to overcome something difficult and get those victories in life.
This project is not just a trip starting from when you put your skis on. It's one year of preparation and it's the whole package, which fascinates me. It actually took me two years to do it. I went there in '95 but suffered blisters and frostbite, which got infected, because my gear was not windproof enough. After skiing solo and unaided only to the South Pole on that trip, I still thought I could do it, so I spent another year arranging sponsorship, training, pulling rubber tires, optimizing my equipment, and then I went again in '96 and I made it.
TOJ: Some of the explorers that inspired you were Amundsen and Nansen, who worked in teams. What drew you to take that extra step to go for a solo journey?
"Going solo is a mental experiment, it's inner travel."
Børge Ousland: In '93 I was on an expedition with my friend and we got separated in a whiteout. I wondered how it would be to be out there just by myself. So that's how I first got the idea to go solo. Before I started on my solo trip to the North Pole in '94, I had never spent one night alone in a tent. I think that was a big mental leap. For me, going solo is mostly interesting from a mental and philosophical point of view. Physically, it's more heavy to go solo because with a partner, you can share the tents and the common equipment, but overall it's more or less the same. Going solo is a mental experiment, it's inner travel. It's hard because you can't share the memories and joke with your partners but on the other hand you have a totally different dialogue with nature and yourself because there is no one to lean on.
Børge Ousland setting up overnight camp on Antarctica.
TOJ: Before a trip, is there any way to replicate or train for that sense of isolation?
"When the helicopter left me on Antarctica, I never felt so small in my whole life."
Børge Ousland: I don't think so. Actually, I did go to a sport psychologist who helps athletes win gold medals in the Olympics. I got a little bit fed up with him because he was just asking questions while I wanted to hear tangible tips on how to make it. But he understood that the point of asking all these questions was actually the right recipe because the whole deal was to make me get to know myself better, because on the South or the North Pole, there is nowhere to hide. You meet yourself. Good sides and bad sides. Feeling alone, or afraid of not succeeding, those feelings will come. If you accept that these feelings are a part of yourself, you're in a better position to deal with them. So the answer is in yourself. But nothing could prepare me for when the helicopter left me there on Cape Arctichesky on my first solo trip. I never felt so small in my whole life.
A TRUE COAST TO COAST ROUTE
TOJ: Can you explain the process of selecting your route from Berkner to McMurdo, and the difference between your route and the one selected by O'Brady and Rudd?
"On the South Pole, there is nowhere to hide. You meet yourself. Good sides and bad sides."
Børge Ousland: I planned my route based on aerial photos taken by the US Navy back in the 1950's and 60's. I just had a little copy of the images from that era with me and my map was 1 to 250,000 so I was just probing unknown landscapes down there.
I never considered going from the bottom of the mountains (like O'Brady and Rudd did). It always stood out to me as a very artificial route because it's glacier ice, it's not sea ice. Those ice shelves have been there as long as 100,000 years and that's longer than those low lying countries like Denmark and Holland. So these ice shelves are ancient and they are part of the inland side. It doesn't matter if you take away the ice and there is water underneath, which was found out later. I wanted to go from sea to sea. Berkner had been established by a couple other expeditions before. And I knew that it was possible to get out from McMurdo. So I paid a ticket for a cabin on a cruise ship, for several thousand dollars, that would leave from McMurdo in perfect timing with my expedition.
Illustration of Antarctica Solo Crossings; created by Eric Phillips, President of the International Polar Guides Association.
TOJ: Some of the more recent expeditions like Ben Saunders, Henry Worsely, and now Colin O'Brady and Captain Louis Rudd have chosen the inland start on a route that is about half as long as yours. Do you feel like this modern route is a legitimate crossing of Antarctica?
"Many have done the inland start, but you can't claim an Antarctic Crossing."
Børge Ousland: It's a great trip, but it's not going from coast to coast. Many have done the inland start, and it's a great way to go to the South Pole, but you can't claim an Antarctic crossing. You can see it more clearly when you look at a map. They are deleting the shelf ice from the map when they draw it, it looks like ocean. When Colin O'Brady came down on the shelf ice he said, "Now I am on sea ice." But he's not, he's on one-kilometer thick glacier ice which is part of Antarctica. When you see a real satellite image of Antarctica, then you see the true extent of both ice and land. I have a great respect for their achievements but I don't approve and I don't have any respect for their claims.
Solo journey's are more physically taxing because you have to create your own tracks.
TOJ: I tried to research the official guidelines for what constitutes a polar crossing and I found one source which is Adventurestats.com which said, "The start point has to be from a boundary between land and water – the coastline. Permanent ice is considered part of the ocean, not the land." Which is kind of confusing to me. It seems like it should be the opposite. What is the source for the official guidelines for polar records?
"So it's not impossible and it's not the first."
Børge Ousland: Those guys who made that definition, they did the inland start themselves, and they obviously had a reason for calling that the coast. So those things will be changed in the future. This isn't something that's just come up now. I've been fighting this battle for over 20 years. I think it was Ranulph Fiennes who was first to call the bottom of the mountains the coast, but his partner Mike Stroud disagreed with that. They were not able to make it all the way to McMurdo and they were totally wasted, so they stopped at the bottom of the mountains and said, "Well, let's call this the coast and we can claim to be the first unsupported crossing." And it's been a controversy ever since. But it's very good that social media has caused all this interest because people suddenly start to think about it with transparency and finally we can do something about it.
TOJ: One of the things I've been trying to make sense of is the "Messner start" because as I research it, I found out that it was not the point that Reinhold Messner was trying to start from, but it was an alternate start point based on a logistics issue with the plane. So is it a misnomer to call that the "Messner start?"
Børge Ousland: Reinhold Messner, he wanted to start from the coast. The guys who flew him had some logistical problems. That was a big issue. He wanted to sue them. He got so delayed so there was no other alternative than starting from where he started. But he definitely did not call that the coast.
TOJ: I read that he was actually furious that he was forced to change his plans.
Børge Ousland: Yeah he was, big time. I think they paid back some money to close the case. So it's not impossible and it's not the first.
WHAT CONSTITUTES "ASSISTANCE?"
TOJ: One of the other guidelines on Adventurestats.com says that using tracks created by a motorized vehicle is considered support and it seems like the South Pole Overland Traverse (SPOT) might constitute tracks created by motor vehicles because the big trucks groom the traverse. If that is the case, would that take away O'Brady and Rudd's "unsupported" claim?
Børge Ousland: Sure it's support because you can double the distance on that road and you don't need to worry about navigation. There's a flag every four-hundred meters, and crevasses are filled up, and you can ski blindfolded there actually. There is no danger at all and it's so much easier to ski there than going on the side with sastrugi where you have to navigate yourself. They will never be able to claim that trip as unsupported.
Crossing the North Pole in 1994, Borge used simple equipment such as a compass and decades-old aerial photos to navigate.
TOJ: Do the official definitions of "support" and "assistance" make sense to you?
Børge Ousland: They want to change that now. It's still in early parts of the discussion, but they wanted to change it to "assisted" or "unassisted" only, then if you have a sail or you have dogs or whatever, that's just a method of transportation that will be noted under the expedition. So either you're first or you're not first, and whatever comes after is just a different way of doing it.
TOJ: O'Brady and Rudd are trying to make a distinction between other solo expeditions like yourself and Mike Horn by saying that you used the assistance of wind power, and that's why they're saying it's a first because they didn't use any device aside from human power.
"On the first trip to the South Pole in '95… I didn't even have a radio."
Børge Ousland: For me, the bottom line for being supported or not is if you have some outside help. It's between being totally self-reliant or not. And then method of transportation is secondary. Because you could always walk instead of ski. Is ski "support?" If you stand on top of a hill, and you let yourself go, you will move forward if you have a ski. It's just about using the techniques that are available to you to move forward. I never considered that using a ski sail, which I did on parts of the trip, would be a controversy in the future. I couldn't use it on the way to the South Pole because of the headwinds and I couldn't use it in other parts because of the sastrugi. Then some guys made up their own definitions of doing a traverse that is the first-ever "unsupported" and "unassisted," thinking normal people will never know the difference, then it sounds like you're the first ever to do it, and that's actually what's written in the papers.
TOJ: O'Brady and Rudd covered over 900 miles. Do you know what percentage of that was on the SPOT groomed road?
Børge Ousland: As far as I know, it's half the trip.
I think the main thing for me is to get the truth out and I think these guys did great trips and I fully respect their achievements both in the distance and experience they had, but I'm not approving the claiming of first solo crossing and unassisted. That will never happen that I will agree with that.
TOJ: Do you think that there are some still possible first ascents out there?
Børge Ousland: Yeah, there is: to cross the North Pole solo and unassisted. Because I crossed the North Pole solo but I had to resupply because my sled broke. So that's still up for grabs.
Børge Ousland enjoying the journey across Antarctica.
SOCIAL MEDIA IMPACT
TOJ: One of the benefits of social media is it allows you to stay in touch with people who care about your journey and also your friends and family. I'm wondering, have you ever looked back and wished that you had social media on one of your earlier expeditions, so you'd be able to stay in touch with people and they'll be able to track your progress, or do you think that that takes away from the isolation element of any adventure?
Børge Ousland: I'm still doing expeditions for the IceLegacy Project, which I do with Vincent Colliard from France, and every night in the tent we have one to two hours of office work (laughs). I think back on my big solo trips when I didn't have a sattelite phone, and actually on the first trip to the South Pole in '95 when I didn't even have a radio. I was just by myself for two months. Absolutely no outside contact. I think it was good just to be there with nature and concentrating on my journey and myself.
A LASTING LEGACY
TOJ: Can you describe the origin of the concept behind the Legacy Project and the significance of it on a global scale?
Børge Ousland: It is a very important project. It came about after I circumnavigated the Arctic in 2010. Me and a few friends sailed around the Arctic in a trimaran in four months through the northeast and northwest passage. Those areas used to be clogged with ice and it took six years to do it just a few decades ago. It really shocked me how much the ice had retreated in the Arctic. That's what sparked this idea to cross the 20 greatest glaciers on Earth, to show what is happening with them, because almost all the glaciers in the world are retreating, contributing to sea-level rise. We want to document and tell the story of what's happening. Our role is creating awareness as eyewitnesses. And secondly, we have two goals, we want to inspire people to get out in nature, that's the best way to preserve it. And we've done nine glaciers now. Read more about the Legacy Project.
Learn more about Borge Ousland on his website. www.ousland.no/
Instagram: @borgeousland
Facebook: @borgeousland
Stay tuned to The Outdoor Journal for the next installment of our Alone Across Antarctica series.
Monday 8th July: Introducing Alone Across Antarctica Series 2019
Wednesday 10th: Unbreakable Colin O'Brady Achieves the Impossible Once Again
Monday 15th: For the Love of the Journey: An Interview with Captain Louis Rudd
Wednesday 17th: Nowhere to Hide on Antarctica: Børge Ousland's World Record Legacy
Monday 22nd: A Race Against Time: Mike Horn on Antarctica
Wednesday 24th: The Impossible Truth on Antarctica
Introducing The Outdoor Voyage
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Skateistan: How Skateboarding is Changing the Story for Kids in Need
Skateistan's creative blend of skateboarding instruction and classroom programs empowers underprivileged youth, especially young girls, to build a better future.
Red Bull Illume Image Quest 2019 – Final Call for Entries!
The world´s greatest adventure and action sports imagery contest is underway with entries now being accepted.
Gear Review: Dark Peak NESSH Jacket
Buy one, give one. A Sheffield, UK-based startup outdoor brand brings the one-for-one business model to outdoor clothing.
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redpajama_set_name: RedPajamaCommonCrawl


One of the core goals of the Chris Mikesell Foundation is to support Western State University students. Chris attended the University and participated in Wilderness Based Orientation and Wilderness Pursuits. The experiences in those programs helped Chris build friendships and experience the outdoors that he loved. The Foundation's support of these programs allows other students to have the same life-changing experiences.
The Foundation has been providing grants to Western annually since its inception. The 2018 grant is in the amount of $7,000, to be split between the Wilderness Pursuits and Wilderness Based Orientation programs.
According to Western State University, Wilderness Pursuits (WP) provides fun, affordable and professional co-curricular outdoor expeditions and resources for students. WP's trips are student-led and are designed to meet the needs of a broad range of abilities and interests while developing outdoor skills and fostering community, citizenry, environmental stewardship and healthy living.
Students can choose from excursions featuring activities like whitewater rafting, rock climbing, multi-sport adventure, mountaineering, whitewater kayaking, sea kayaking and backpacking.
The Chris Mikesell Foundation's grant allows for additional equipment purchases to provide a safe and fun experience for participants.
WBO is an opportunity for students to meet other new students, make meaningful connections, build friendships and get to know the incredible recreational opportunities that Gunnison has to offer before beginning the first semester.
With WBO, students are part of a group discovering what the great outdoors and the Colorado backcountry have to offer. Each WBO course is led by qualified student instructors who will provide instruction on both the adventurous activities and the upcoming college experience.
This Chris Mikesell Foundation provides a grant that allows students to receive a scholarship to participate in Wilderness Based Orientation.


text:
Q: Hibernate Join two unrelated table when both has Composite Primary Key I'm writing java application using hibernate 5.2 but without HQL
there is two table, Transactions and ResponseCode

The logic of select statement which I want to be generated by Hibernate should look like this select bellow
SELECT t.tranType
      ,t.tranId
      ,t.requestDate
      ,t.rcCode
      ,t.tranAmount
      ,r.description
      ,r.status
  FROM transactions t
  LEFT OUTER JOIN responseCode r
    ON t.rcCode = r.rcCode
   AND (r.lang = 'en')
 WHERE (t.merchant_id =5 )

But something is wrong in my code, here is my implementation snippet
Transaction Entity
@Entity
@Table(name = "transactions")
public class Transaction implements java.io.Serializable {
    private static final long serialVersionUID = 1L;

        @Column(name = "merchant_id", nullable = true)
        private String merchantID;

        @Column(name = "tran_amount", nullable = true)
        private String tranAmount;

        @Id
        @Column(name = "tran_type", nullable = true)
        private String tranType;

        @Column(name = "auth_request_date", nullable = true)
        @Temporal(TemporalType.TIMESTAMP)
        private Date authRequestDate;

        @Id
        @Column(name = "tran_id", nullable = true)
        private String tranID;

        @OneToOne(cascade = CascadeType.ALL, fetch = FetchType.EAGER)
        @JoinColumn(name="rc")
        private ResponseCode rc;

        // Contructos and getters/setters

ResponseCode Entity
@Entity
@Table(name = "response_codes")

public class ResponseCode implements java.io.Serializable {
    private static final long serialVersionUID = 1L;

    @Id
    @Column(name = "response_code")
    private String rcCode;

    @Column(name = "rc_status")
    private String rcStatus;

    @Column(name = "rc_description")
    private String rcDesc;

    @Column(name = "rc_lang")
    private String rcLang;
    // Contructos and getters/setters

Implementation code
CriteriaBuilder builder = session.getCriteriaBuilder();
CriteriaQuery<Transaction> criteria = builder.createQuery(Transaction.class);
Root<Transaction> transaction = criteria.from(Transaction.class);
Join<Transaction, ResponseCode> bJoin = transaction.join("rc",JoinType.LEFT);
bJoin.on(builder.equal(bJoin.get("rcLang"), tRequest.getLang()));

Predicate predicate = builder.and(transaction.get("merchantID").in(tRequest.getMerchantList()));
predicate = builder.and(predicate, builder.between(transaction.get("authRequestDate"), dateFrom, dateTo));
criteria.where(predicate);

Hibernate Generates two select statement, first statement gets transactions list, and  second statement gets the response code details which is included in transactions list.

example: if there is 30000 transaction, and 15000 transaction has 000 response code, 5000 transaction has 116 response code and 10000 transaction has  400 response code, it will run second select statement
  three times, for 000,116 and 400 rcCode.

but the problem is that ResponseCode table contains several language for one response code

first select statement contains the restriction on language but second select statement does not has this restriction, and it does not meter which language is provided in first statement, the final result of transactions object contains for some transactions en language rc description and for some transactions ge language rc descriptions.

I think it depends on which language description was selected by oracle at last

Hibernate generated select I
SELECT t.tran_type
      ,t.tran_id
      ,t.auth_request_date
      ,t.merchant_id
      ,t.rc
      ,t.tran_amount
  FROM transactions t
  LEFT OUTER JOIN response_codes r
    ON t.rc = r.response_code
   AND (r.rc_lang = ?)
 WHERE (t.merchant_id IN (?))
   AND (t.AUTH_REQUEST_DATE BETWEEN ? AND ?)
 ORDER BY t.AUTH_REQUEST_DATE ASC

Hibernate generated select II
SELECT r.response_code
      ,r.rc_description
      ,r.rc_lang
      ,r.rc_status
  FROM response_codes r
 WHERE r.response_code = ?
 //this select statement should have 'AND r.rc_lang = ?'

P.s If I make OneToMany relation it gets 30000 transaction and
  performs 30000 additional query to get response Code description for each
  operation, known as N + 1 problem

Do you know how to fix it?

A: Change the relation from @OneToOne to  @OneToMany and use fetch instead of join  , it will execute only one query and hopefully it works.
 Join<Transaction, ResponseCode> join =
        (Join<Transaction,ResponseCode>)transaction.fetch("rc",JoinType.LEFT);

and you can try it with @OneToOne too.

A: Finally I found out that

Criteria API does not support joining unrelated entities. JPQL does
  not support that either. However, Hibernate supports it in HQL since
  5.1.  https://discourse.hibernate.org/t/join-two-table-when-both-has-composite-primary-key/1966

Maybe there is some workarounds, but in this case, I think the better way is to use HQL instead of Criteria API.
Here is HQL implementation code snippet (nothing was changed in entity classes)
String hql = "FROM Transaction t \r\n" +
             " LEFT OUTER JOIN FETCH t.rc r \r\n" +
             " WHERE (t.merchantID IN (:merchant_id))\r\n" +
             " AND (t.authRequestDate BETWEEN :from AND :to)\r\n" +
             " AND (r.rcLang = :rcLang or r.rcLang is null)\r\n";

Query query =  session.createQuery(hql,Transaction.class);
query.setParameter("merchant_id", tRequest.getMerchantList());
query.setParameter("rcLang", tRequest.getLang());
query.setParameter("from", dateFrom);
query.setParameter("to", dateTo);

List<Transaction> dbTransaction = query.getResultList();

A: You need to change your mapping. rcCode cannot be an identifier because it does not identify records uniquely. I think that it will bring a lot of problems. ResponseCode must have a different identifier.
@OneToOne means one to one. You have one transaction, one response code but many languages.
You can mapping (@OneToOne) a connection between a Transaction and a ResponseCode with a specific language (through a composite key).
You can use @OneToMany, but usually in that case the reference should be from the ResponseCode table to the Transaction table.
But maybe you need 3 tables: transactions, response codes (with the code itself and its general information), response codes localizations (with messages on different languages). transactions one-to-one response_codes, response_codes one-to-many rc_localizations.
Or maybe you do not need hibernate-relation between Transaction and ResponseCode.
public class Transaction implements java.io.Serializable {
...
    @Column(name="rc")
    private String rc;
...
}

You can select the necessary ResponseCode by code and language. Two selects: 1 - select Transaction (with String rc-code); 2 - select ResponseCode (with the necessary language) by rc-code from Transaction.

A: Your mapping of both entities is wrong.
Let's start with the ResponseCode entity. Your table model shows a composite primary key that consists of the RcCode and Lang columns. But your entity mapping only declares the rcCode attribute as the primary key. You need to add an additional @Id annotation to the rcLang attribute of the ResponseCode entity.
This should be the fixed mapping of the ResponseCode entity:
@Entity
@Table(name = "response_codes")
public class ResponseCode implements java.io.Serializable {
    private static final long serialVersionUID = 1L;

    @Id
    @Column(name = "response_code")
    private String rcCode;

    @Column(name = "rc_status")
    private String rcStatus;

    @Column(name = "rc_description")
    private String rcDesc;

    @Id
    @Column(name = "rc_lang")
    private String rcLang;

    // Contructors and getters/setters
}

After fixing the primary key of your ReponseCode entity, you need to reference both attributes/columns in the association mapping of your Transaction entity. With Hibernate 5.2, you can do that with 2 of Hibernate's @JoinColumn annotations. Older Hibernate versions and the JPA standard in version 2.1 need to wrap these annotations in an additional @JoinColumns annotation.
Here is the fixed mapping of your Transaction entity:
@Entity
@Table(name = "transactions")
public class Transaction implements java.io.Serializable {
    private static final long serialVersionUID = 1L;

    @Column(name = "merchant_id", nullable = true)
    private String merchantID;

    @Column(name = "tran_amount", nullable = true)
    private String tranAmount;

    @Id
    @Column(name = "tran_type", nullable = true)
    private String tranType;

    @Column(name = "auth_request_date", nullable = true)
    @Temporal(TemporalType.TIMESTAMP)
    private Date authRequestDate;

    @Id
    @Column(name = "tran_id", nullable = true)
    private String tranID;

    @OneToOne(cascade = CascadeType.ALL, fetch = FetchType.EAGER)
    @JoinColumn(name="rc_id", referencedColumnName = "id")
    @JoinColumn(name="rc_lang", referencedColumnName = "lang")
    private ResponseCode rc;

    // Contructos and getters/setters

A: You have mapped a single ResponseCode entity in Transaction, which is wrong. The response code is not a PK, it does not uniquely identifies a ResponseCode entity for a given Transaction entity. E.g. for a transaction with response code 000 there are 2 ResponseCode entities (with 'en' and 'ge' langs).
I recommend you to try to map a collection instead.
@OneToMany(cascade = CascadeType.ALL, fetch = FetchType.EAGER)
@JoinColumn(name="rc")
private List<ResponseCode> rcList;

Since your query WHERE conditions apply to the Transaction only, you can simply query the Transaction entities. Hibernate cache will optimize the eventual subqueries you need for each response code (one query for '000', one for '116', etc).

redpajama_set_name: RedPajamaStackExchange


R.S. McNaught. Maids of all work. 74-7.
A survey in very general terms of the 0-6-0 with special reference being given to the Gresley J39 class, although its proneness to derailment is not ignored, the large LMS 4F class, the Bulleid Q1 known as "Charlies", the comfort of North Eastern cabs.
Australian diesel trials on British Railways. 77.
Birmingham Railway Carriage & Wagon Co. 955 h.p. for Commonwealth railways tested between Banbury and Handsworth during 21-26 February 1954. Although intended for use on 3ft 6in gauge track in Australia locomotives also supplied with standrad gauge bogies.
O.S. Nock. The Standards in service: Locomotive Causerie No. 165. 78-82.
Comment on E.S. Cox's Experiences with British Railways Standard locomotives Paper 532. Whilst acknowledging Cox's clear acknowledgement of the initial faults which had been encountered with the Britannia class Nock is critical of Cox's failure to quantify the claimed "improvements in shed maintenance and availability for train running". Noted the good overall performance of the Britannia class on the South Wales expresses and on the Great Eastern where tthe lack of speedometers was leading to speeds well in excess of the overall limit. The Clan Pacifics "seem to be a general disappointment". There was poor steaming and the requirement for pilots. One particularly good run by 70027 Rising Star took it from Hereford to Shrewsbury in less than 61 minutes with a load of 440 tons.
J.I.C. Boyd. Glimpses of the narrow gauge. 82-3.
Guinness Brewery locomotives, Dublin, designed by Samuel Geoghagan.
P.W. Gentry. A Welsh journey. Part II. 84-6.
Visited the Corris Railway shortly before its final closure. Noted its association with the Imperial Tramways Co. and how its four wheel tramcar type vehicles may have been converted into bogie vehicles, Saw No. 9054 Cornubia at Machynlleth and dolgoch in bright apple green livery at Towyn. The Fairbourne Railway was using its Lister petrol locomotives as the Atlantic Count Louis was under repair. Further the terminal run round loop was sanded up and trains hads to be propelled. McDougall (of Self-Raising Flour) was responsible for introducing the passenger service. Boston Lodge was visited, but to reach it vegetation had to be hacked away to reach it. The remains of the locomotives and rolling stock weere described.Brief mention is made of the Snowdon Mountain Railway, the 4ft gauge Padarn line from Llanberis to Port Dinorwic, the Penrhyn slate quarries, ending on the soon to be closed Bethesda branch where a LNWR 0-6-2T formed the motive power.
R.E.G. Read. The N.S.R. and its neighbours. Par II. Other companies' workings. 87.
O.S. Nock. Coal and firing methods: Locomotive Causerie No. 166. 98-102.
Brief summary of Test Bulletin which compared the WD 2-8-0 and 2-10-0 types. The account of firing Immingham B4 class 4-6-0 No. 6101 on steeply graded Bradford Exchange to Doncaster train with its climb at 1 in 45 off the platform end for which an N1 acted as pilot as far as Wakefield.
W. Jones. The Brecon and Merthyr Railway. Part 3. (with locomotive notes contributed by A.E. Durrant). 103-4.
Train services and motive power in British Railways period; includes miners' trains on Pant Dowlais branch.
W.S. Garth. Initials on station seats. 105.
Reginald H. Coe. Around the London termini forty years ago. 106-10.
J.I.C. Boyd. Glimpses of the narrow gauge. 114-15.
W.A. Camwell. Around the branch lines. 115.
B.D.J. Walsh. Diesel trip to Swindon. 116-17.
Westminster Bank Railway Society excursion from Paddington on 21 March 1954 using three car unit powered by W33 and W38.
O.S. Nock. Locomotive diagramming. 122-6.
Includes Britannia mainly miserable performance on Western Region and 93 mile/h behind an A4 near Essendine.
W. McGowan Gradon. The Highland at war. 127-8.
Service ion RAF was spent at Forres where he observed what was going on from the signal box, had a footplate ride on an 8F and observed trains of tanks on Warwells weighing 750 tons being bhauled up to Dava by two 8F class assisted by a Ben or a Loch.
Treasure chest. C.R. Clinker and C. Morland Braithwaite. 128-9.
Chest decorated with scenes of the London Grand Junction Railway.
Henry M. Berney. Return journey. 130-2.
P.W. Gentry. A Welsh funicular. 132-4.
Constitution Hill Cable Railway at Aberystwyth. Engineer was G. Croydon Marks who was also responsible for several other cliff railways working on the hydraulic counter-balance system. The line opened on 1 August 1896.
Reginald H. Coe. Around the London termini forty years ago. Part 2. 134-7.
Lightweight diesel traiuns for B.R. 139-40. illus.
Discussions with Corporation of Tynemouth concerning construction of Kearney tube under Tyne between South Shields and North Shields.
Letters to the Editor. 141.
Initials on station seats. George Dow.
Doubted very much whether his assumption that the initials "S. & M." stand for Sheffield & Manchester Railway is correct. There never actually existed a railway of this title, the proper name being Sheffield, Ashton-under-Lyne & Manchester, which became part of the M.S.& L. as early as 1849. It is much more likely that the initials" S. & M." are a variation in the abbreviation of Sheffield & Midland Joint Lines. The M.S. & L. was frequently referred to in the early days as the Sheffield.
W.A. Camwell. Some shed scenes to remember. 141. illus.
Newport (Isle-of-Wight) on 30 May, 1937 showing Nos 26 Whitwell, 27 Merstone, 13 Carisbrook, and 4 Wroxall.
Frank Mills. A relic of the past. 143. illus.
Early days at Brighton Works. H.M. Madgwick. 143.
Photograph c1900 with 0-6-2T Cliftonville clearly visible and other locomotives identified.
W.A. Camwell. Around the branch lines. 144. 2 illus.
O.S. Nock. Some big engine comparisons. 146-51.
Comments received from A,N.L. Maclachlan on King trails with inferior coal; and the good steam production which could be achieved from a long narrow grate, as had also been observed on the Collin Pacifics which shared this feature. Also comment on the riding properties of the Britannia Pacifics and introductory comment on the Duke of Gloucester and its Caprotti valve gear. Initial experiences of Britannia class in service on London Midland Region.
W.A. Camwell. Around the branch lines. 152.
Reginal H. Coe. Around the London termini 40 years ago. Part 3. 152-4.
Fair Rosamund, (pseud) The Woodstock Railway. 154-6.
3½ mile branch from Kidlington, north of Oxford, to its terminus at Blenheim and Woodstock (the former reflecting its proximity to Blenheim Palace, the seat of the Duke of Marlborough. The line opened on 19 May 1890 and the last passenger train ran on 27 February 1954. For many years until its withdrawal the branch was worked by 0-4-2T No. 1473 subsequently named Fair Rosamund. Two photographs by Mary Silverman of No. 5413 with auto-car at Shipton on Cherwell and at Blenheim and Woodstock.
J.I.C. Boyd. Glimpses of the narrow gauge. 158. illus.
4-4-2Ts built by Kitson for the Ballycastle Railway: WN 4665-6/1908 to the design of G.T.M. Bradshaw, Locomotive Superintendent. Taken over by the NCC in August 1924 and cut-down at York Road works to come within loading gauge of Ballymena & Larne section.
C.R. Clinker. The Birmingham & Derby Junction Railway. 159-62.
Information used to make entry under Midland Railway.
W.H. Bett. Ticket spotlight. 163.
The Railway World special. 164-6. illus.
Moorgate to Quainton Road and back to Baker Street behind 0-4-4T No. L48 on 23 May 1954. Four photographs and log of running.
Line-up at Willesden. W.J. Reynolds.166.
[Langley Green Station]. M.D. Greville.
The position with regard to Langley Green Station is not quite as given by Bett in June Railway World. The original Oldbury and Langley Green Station was closed 1 May, 1885. on the opening of the Oldbury branch, and replaced by a new Langley Green Station at the Junction—about 10 chains further east. It was this latter station which later became Langley Green and Rood End and eventually Oldburv Green and Langley Green. The first station was actually renamed Langley Green on 7 November, 1884. when the Oldbury branch was opened for goods traffic.
There have been a considerable number of cases of stations which have changed their names, and afterward, reverted to their original ones. For example, Monument Lane was opened under this name, later changed to Edgbaston, and then back again. Streatham Common (L.B.S.C.R.). for a short period became Greyhound Lane, and then assumed its old name.
I note the short article by Mr. F. Mills entitled "A relic of the past," in your June issue, giving a photograph and some details of the old steam tram engine at Wigan. Perhaps any of your readers who are interested may care to refer to an article by myself in the Railway Magazine (April, 1939), when I published photographs of this engme as it is and' in its original state as No. 84 of t he Manchester, Bury, Rochdale and Oldham Steam Tramway in 1886, also giving full particulars and its history. I have seen this engine again to-day, at the works, but now for sale, having performed 68 years of useful service.
Premier Line. John F. Clay.
R.B. Parr concludes his attack on the L.N.W.R. with the words" self praise is no recommendation." This ancient truth could well be applied to his own alleged delvings into railway history which have not included the recorded facts of locomotive performance. One of the "hopelessly under-powered" 'Claughtons' on test in 1913 averaged 1,385 I.H.P. for 2! hours with a maximum of 1600. No LMS locomotive built before 1927 exceeded this. O.S. Nock has published runs to prove that Claughtons could still closely approach these figures in 1926 and 1930. The corresponding sustained horse-power figure for a George was 1,200, no British 4-4-0 other than a S.R. School has ever beaten this. Dynamometer car tests with Princes and Claughtons in LMS days gave the high figure of 51bs per D.B.H.P. per hour. This is 60 % higher than the corresponding figures for Churchward engines but it is no higher than the average contemporary British express engines on lines other than the GWR. Locomotive criticism without the relevant facts and figures is meaningless. Other readers are not impressed by opinions we require the figures from which to form our own.
See page 115 for photos of tCockermouth, Keswick and Penrith section of the former L.M.S.R. The C. K. & P. Railway was, however, not as stated, ex L.N.W.R. but an entirely independent company having its headquarters at Keswick which housed the General Manager, Secretary, Traffic Superintendent and Chief Engineer. Of its 12 directors two were nominated by the London and North-Western Railway and two by the North Eastern, who supplied the rolling stock for working the railway.
Incidentally also on page 108-in reference to visits by L.N.W.R. 2-2-2 Single Cornwall to London, it is of interest, I think to remember that as late as 1920 this locomotive paid an official visit to Euston, returning to Crewe as pilot to the Claughton 4-6-0 Patriot on the down "Corridor."
1 September 1935, showing ex-M.R. 0-6-4T's Nos. 2033, 2039 and 2015 stored out of traffic after various mishaps with this class. Also stored were 0-6-0T No. 1700 and 0-6-4T's Nos. 2027 and 2014.
O.S. Nock. All out, with steam. Locomotive Causerie No. 172. 242-6.
Disappointing performance by gas turbine No. 18000 on Bath to Paddington train and exciting running on Great Central line behind A3 No. 60049 Galtee More from Aylesbury to Leicester and onward to Sheffield behind B1 No. 61315. Run recorded by Sir James Colyer-Ferguson on Elizabethan behind No. 60008 Dwight D. Eisenhower diverted via Waverley route to Carlisle and thence via Newcastle: crews managed to achieve this with coal to spare, but stops had to be made for water.
J.S. White. Manchester-Sheffield-Wath electrification. 246-52.
Alan Rimmer. The Cromford and High Peak Railway. 253-6.
Written by author of Oakwood Press history of the line. Illustrations include North London 0-6-0T No. 58856 lettered BRITISH RAILWAYS and Chopper 2-4-0T No. 58902 approaching Sheep Pasture Top.
W.A. Camwell. Around the branch lines and shed scenes to remember... 256-7.
Longville on 21 April 1951 with No. 4401 on 15.10 Wellington to Craven Arms; Raaglan on 24 March 1951 with GWR railcar No. 30 on 07.46 Pontypool Road to Monmouth; Athenry on 26 June 1951 with Aspinall D17 class 4-4-0 No. 59 on 11`.55 Galway to Tuam; Drimoleague Junction on 28 June 1951 with 4-6-0T No. 464 leaving with 08.00 Bantry to Cork (Albert Quay); Tralee engine shed on 27 June 1951 with J15 class Nos. 113, 223 and 170.
R.S. McNaught. The Great Central as I saw it. 258-62.
Those of us who can clearly recall the separate and independent railways of the pre-grouping days before 1923 will find it a fascinating mind-test to try to recall the precise place and circumstances of seeing, for the first time, an engine or tram of what to us was a strange line, It may turn out that this thrilling experience (to a railway devotee) took place a long way from the owners' territory, upon some special working. Or, possibly, the venue was a remote branch line, in which case the "first ever" was in all probability a quite humble or old-fashioned sample. Thus, in my own case, the first glimpse. of a Doncaster engine was m the singularly dingy bay platform used by Great Northern trains at Stafford, the Euston express I was travelling in having been halted conveniently by signals right opposite. Likewise, my first acquaintance with the domeless green engines of the old South Eastern was when my Great Western train went slowly past their shed at Reading, while the first time I heard steam roaring from a polished brass Salter valve set upon a lovely crimson dome was at Hereford where a lonesome old Midland tank engine, from Brecon, was wont to do a spot of shunting.
For my first glimpse (and it was literally only a glimpse) of a Great Central locomotive, I had to wait until a family move to Birkenhead involved a first run over the old G.W.R. main line north of Shrewsbury. It was just beyond Wrexham that my father told me to keep a sharp look-out on the platform side of the train, and there, in a corner of Denbighshire, I beheld for a fleeting moment, several antiquated-looking black tank engines, which were perhaps hardly true Great Central representatives, being, I discovered later, takeovers from the quaint Wrexham, Mold and Connah's Quay Railway. It was also at a later date that I discovered that this North Wales section of the Great Central even boasted, for some years a daily express during the summer months between Manchester and Aberystwyth, comprising Cheshire Lines carriages and a Pollitt 4-4-0 express engine. The service was even extended to Leicester before its lack of patronage caused a withdrawal before the 1914 War, and C.L.C. coaching stock had by then been replaced by G.C. vehicles.
It was very soon after my family's arrival at Birkenhead that I made a proper acquaintance with the engines from Gorton. There is much to be said for first impressions, and in this case I have never seen any reason to amend my immediate feeling that for elegance of outline and high standard of maintenance there was none, south of the Scottish Border at least, to equal the Great Central's, but to my mind the colour scheme was, if anything, slightly overdone. There was a touch of the over-lavish in the lining out, and too large an application of the secondary colour. The express engines, in particular, were slightly over-ornate, and I considered that the graceful , Atlantics (now extinct) could never be fully appreciated until they were, in their old age, relegated to L.N.E.R. glossy black with thin red lining. It was possibly an artistic error, in their heyday, to paint the coupled wheel splashers the rich dark red which should, I think, have been confined to the running-plate and lower surfaces. In the scheme adopted, Gorton engines looked like mobile paintboxes or new toys, and they were kept so trim that it seemed difficult to associate them with gruelling work on one of the least level systems in the country.
I took an immediate liking to the well-balanced 4-4-2 tank engines, which, being the only type hauling passenger trains on the section of line nearest my new home, I had ample opportunity to study. They must have been as good at work as they were fine in appearance, because both classes which were very similar are still practically intact at the time of writing and the only major alteration has been the unfortunate loss of their designer's neat style of chimney for the much uglier "flower- pot" variety. The line upon which they functioned skirted the town of Birkenhead as far as Bidston Junction, whence it used running powers over the Wirral Railway (the oldest line in the world, we schoolboys said. because it is recorded in the Book of Genesis that all "crawling things" , were created in the beginning!). The G.C. trains from North Wales then finished up in the singularly drab and unattractive Wirral terminus at Seacombe, adjoining the ferry pier to Liverpool.
Derailed No. 43085 at Spalding on 6 August 1954 being dragged back on track by J11 and J6. R.S. McNaught. 241.
Mainly Castle class performance, plus a few runs behind King class, mainly on 09.00 Bristol to Paddington via Bath..
J.I.C. Boyd. Last days of steam. 271-5.
In Ireland: visit planned in association with Irish Railway Record Society events. Includes Waterford to Tramore race day special; journeys over the Cork, Bndon & South Coast Railway, Courtmacsherry, Baltimore and Kenmare lines.
Barnstaple (GWR) with No. 6343 outside (No. 3453 Seagull was inside) on 10 June 1935.
R.K. Kirkland. London's abandoned tube stations. 276-9.
King William Street, City Road, British Museum. Wood Lane, York Way, Down Street, Brompton Road, and South Kentish Town. The uncompleted North End alias Bull and Bush is described at length (in depth might be more suitable).
G. Machell. The Clapham-Ingleton-Low Gill Line. 279-84.
Line opened on 16 September 1861 aand closed to passenger traffic on 1 February 1954, but was retained for emergency diversions. See also Backtrack, 2013, 26, 331.
W.H. Bett. Ticket spotlight. 286.
W.A. Camwell. Around the branch lines. 287.
Illustration of 0-4-0WT Hawthorn of Leith WN 244/1861 built to S.D. Davidson's patent which combined the frames with the walls of the tank to provide additional strength. The locomotive lacked a cab as it was intended to work through a tight bore tunnel near Leigh. It was supplied to Howe Bridge Colliery at Atherton, owned by Fletcher Burrows & Co., later Manchester Collieries.


Soften into stillness in this 2-hour Candlelit Restorative. We will explore long holds in well propped poses to release tension from body & mind. Restorative yoga trains the body to rest deeply so that we are better able to access the mental quietude needed to sleep well, restore the immune system and let go of habitual tension patterns.
This 2 hour practice will allow you the time to rest deeply and prepare for the week ahead. A great practice to help unwind!
Please arrive at least 15 minutes early to gather your props and allow time to settle in before the practice.


Merlot - Ricca Terra Farms. Consulting. Vintners.
Why is Merlot such an important grape variety for Ricca Terra Farms? The answer is quality. Ricca Terra Farms 'Loveday Vineyard' has consistently been selected as one the highest quality Merlot vineyards in the Riverland. The grapes from this vineyard drives the wine quality for a number of Australian global wine brands.
Enhancing wine quality through clonal diversity is a management approach supported by the team at Ricca Terra Farms. Ashley Ratcliff has lead and been involved in a number of wine industry clonal diversity evaluation programs (see 'Merlot Wonederland' & 'Merlot: the Cinderella in Waiting' links below). Ricca Terra Farms has the Merlot clones 8R and Q45-14 planted at its Barmera Vineyard.