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Symptoms may be present at birf or may appear at any stage of wife. There appears to be a growing number of peopwe who do not become symptomatic untiw aduwdood to middwe age. Whiwe generawwy not progressive, again dere appears to be a growing number of peopwe who do experience a swow cwinicawwy significant progression of symptomatowogy. These cases may hypodeticawwy be due to de warge number of gene mutations of ryanodine receptor mawfunction, and wif continued research may in fact be found to be cwinicaw variants.
Centraw core disease has an autosomaw dominant pattern of inheritance.
Centraw core disease is inherited in an autosomaw dominant fashion, uh-hah-hah-hah. Most cases have demonstrabwe mutations in de ryanodine receptor type 1 (RYR1) gene, which are often de novo (newwy devewoped). Peopwe wif CCD are at risk for mawignant hyperdermia (MH) when receiving generaw anesdesia.
The diagnosis is made on de combination of typicaw symptoms and de appearance on biopsy (tissue sampwe) from muscwe. The name derives from de typicaw appearance of de biopsy on wight microscopy, where de muscwe cewws have cores dat are devoid of mitochondria and specific enzymes.
Respiratory insufficiency devewops in a smaww proportion of cases. Creatine kinase tend to be normaw and ewectromyography (EMG) shows short duration, short ampwitude motor unit action potentiaws.
There is no specific treatment but triggering anesdetics are avoided and rewatives are screened for RYR1 mutations as dese may make dem susceptibwe to MH.
^ a b Robinson, Rw; Brooks, C; Brown, Sw; Ewwis, Fr; Hawsaww, Pj; Quinneww, Rj; Shaw, Ma; Hopkins, Pm (August 2002). "RYR1 mutations causing centraw core disease are associated wif more severe mawignant hyperdermia in vitro contracture test phenotypes". Human Mutation. 20 (2): 88–97. doi:10.1002/humu.10098. PMID 12124989.
^ a b c d e f Quinwivan RM, Muwwer CR, Davis M, et aw. (2003). "Centraw core disease: cwinicaw, padowogicaw, and genetic features". Arch. Dis. Chiwd. 88 (12): 1051–5. doi:10.1136/adc.88.12.1051. PMC 1719384. PMID 14670767.
^ Magee KR, Shy GM (1956). "A new congenitaw non-progressive myopady". Brain. 79 (4): 610–21. CiteSeerX 10.1.1.1026.496. doi:10.1093/brain/79.4.610. PMID 13396066.
This page was wast edited on 14 February 2019, at 23:58 (UTC).
Today’s episode of Investing in Real Estate is sponsored by BambooHR! BambooHR manages all your employee data and automates the countless tasks you have to deal with. BambooHR is giving our listeners a free extended trial! To redeem this exclusive offer, visit bamboohr.com/investing.
Last week on the podcast, we talked about the fundamentals of self-direction, and the power of having control over your retirement accounts. Now that you understand the basic mechanisms and benefits of a self-directed IRA, we’re going to discuss how to utilize your account in order to buy real estate!
On this episode of Investing in Real Estate, Natali and I are going to walk you through the step-by-step process you’ll need to implement in order to buy real estate within a self-directed IRA. You’ll learn about how to title your IRA, precautions you need to take, and the intricacies that apply to this specific retirement account. Don’t miss part 2 of our Self-Directed IRA Series!
The steps you need to take to purchase a rental property in a self-directed IRA.
How to turn your old IRA or 401k into a self-directed product.
Exactly how a self-directed IRA must be titled.
The importance of working with a custodian.
Why you must be careful about the money inside your IRA.
The importance of taking ownership of your real estate portfolio.
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STRENGTH: 14 – 18/00 – Use d6 and 5 or 6 equals 18, with a percentile bonus of 25% to the roll if a 6, but 18/00 maximum.
CHARISMA: 2 – 8 – Charisma score would not apply to ogres and half-ogres; double the result for the charismatic effect on such creatures.
Half-orcs would rate a T, humans an N, and half-ogres a P. All others would be H both ways.
Speak ogre, orc and troll only if raised with ogre parent.
Complexion will be swarthy and dull, hair lank and dark.
Average height will be 7-1⁄2’.
Two hit dice at 1st level, then regular progression as usual.
Gary notes that this would probably be a rather boring class for a PC to play, but would make a good NPC as a guard or mercenary troop. I’m not sure I agree, I think it would be fun to have such a brute as a PC (and I notice 3.5e and Pathfinder have a Half-Ogre race similar to this one). In any case, it is generic enough to be used in with any d20 old-school fantasy game, percentile strength is probably the only AD&D-ism.
I loved this article back int he day. Even had an Half-Ogre character for a little while.
Ah, cool! I haven’t ever played one, but I’m definitely going to at least use them as badguy NPCs.
Reblogged this on the icosahedron.
The LOw Frequency Array, or LOFAR for short, is a digital radio telescope that spans several European countries with its core in the Netherlands. LOFAR leads the way for a new generation of digital radio interferometers that consist of a multitude of antenna fields spread over large distances. The radio waves that are received by thousands of antennae are sampled digitally, the signals are transmitted over large baselines via high-speed (10 Gb/s) fibre cables to a high-performance computing facility, where the radio images are synthesized in real time. This way, LOFAR acts like a huge digital camera that scans the entire sky in very low radio frequencies. LOFAR opens up a new window to the Universe by observing at very low radio frequencies (10 - 240 MHz). In this range of frequencies the sky is largely unexplored. Here LOFAR offers unprecedented angular resolution and sensitivity and, thus, promises new discoveries and exciting science. Moreover, LOFAR is also an important scientific and technological pathfinder for the next generation of radio telescopes, the Square Kilometre Array (SKA). The SKA will be the world's premier imaging and surveying telescope with a combination of unprecedented versatility and sensitivity that will be a ~600 Mio. Euro project.
LOFAR was developed by a consortium of institutes, universities and industrial parties, led by ASTRON, the Netherlands Institute for Radio Astronomy. The heart of LOFAR lies in the northeast of the Netherlands and spreads over several European countries. The LOFAR core has 24 stations, which are complemented by 14 remote stations in the Netherlands. Thirteen international stations in Germany (6), Poland (3), France (1), Ireland (1), Sweden (1) and United Kingdom (1) are currently operational.
With LOFAR, astronomers will get a glimpse at the epoch of formation of the very first stars in the universe, they will explore extragalactic magnetic fields, chart millions of galaxies, monitor solar activity and search for extrasolar planets.
In collaboration with the University of Bielefeld, Hamburger Sternwarte constructed a LOFAR Station in Norderstedt, close to the City of Hamburg, which is in operation since 2015.
LOFAR stations consist of fixed antennas that have no moving parts. The whole array is made up of about 51 stations, each roughly as big as a football field. Each LOFAR station has two separate arrays of antennas. These are referred to as the Low-Band Array (LBA) and High-Band Array (HBA). The LBA is optimised for the frequency range 30–80 MHz and the HBA for 120–240 MHz. The gap between the two bands is where FM radio is broadcast. Phased arrays such LOFAR work by exploiting the physical effects of constructive and destructive interference. By adding phase delays between the signals received at every single antenna, the telescope can me made most sensitive in on particular direction of the sky. This so-called beam can be steered electronically across the sky. The signals from all station are "synthesized" into images in one big supercomputer that is located in Groningen (NL).
3/10/2014 · Get YouTube without the ads. Working... No thanks 3 months free. Find out why Close. How to use a Visitor Oyster card (information for visitors and tourists) Transport for London. Loading... A Visitor Oyster card is a smart card pre-loaded with pay as you go credit which you can use to travel in London. It is a quick and easy way to pay for single journeys on bus, Tube, tram, DLR, London Overground, TfL Rail, Emirates Air Line cable car, Thames Clippers River Bus and most National Rail services in London.
As other's have said, there is a refundable £5 deposit, and if you want to give up the Card, then up to £10 of any credit left on it is also refundable at any Underground Station - with the Visitor Oyster, if you don't use all the pre-loaded credit, you don't get it back. You can also keep the regular card, the credit on it will still be there for future visits.... What a visitor who purchases an Oyster card most likely doesn’t know is the most efficient way to use it. This has nothing at all to do with railplus, but is a failing of TfL. This has nothing at all to do with railplus, but is a failing of TfL.
A Visitor Oyster Card comes with a £3 activation-fee and the pre-paid denomination. Where to Top up my Oyster Card locally? Once the credit runs out, you can top-up your credit at any Underground station and any licensed stores around London.
Oyster cards bought in London have a refundable deposit of £5, Visitor Oyster cards have a non refundable deposit of £5. Oyster cards bought in London allow you to load Travelcards (but not 1 day Travelcards) onto your Oyster.
If you, your friends, or your family are not able to visit London again, you can receive a refund on your Visitor Oyster card credit. Can I get a refund at the end of my trip if I don’t use all the credit on my Visitor Oyster card or Oyster card?
Welcome to the students participating in the Summer Youth Institute at Marquette Law School. The Summer Youth Institute is a free program for Milwaukee students entering eighth through tenth grade, and the program is in its second year. Students learn about the American legal system, participate in a moot court, and meet judges, attorneys, and law students, as well as other people involved in the legal system. This year the students are touring the federal and state courthouses, Rockwell Automation, and Gonzalez Saggio & Harlan. Students also are paired with a mentor from the Eastern District of Wisconsin Bar Association and are eligible to participate next summer in a law-related internship. The Summer Youth Institute is hosted by Marquette Law School and the Eastern District of Wisconsin Bar Association, in collaboration with Just the Beginning Foundation, Kids, Courts, & Citizenship, and the Association of Corporate Counsel Wisconsin Chapter.
This morning after a warm welcome from Dean Joseph Kearney and Judge Nancy Joseph at breakfast, the students learned how to introduce themselves and shake hands. Students learn important concepts about the law at the SYI, but they also gain confidence in presenting an oral argument. They form bonds with their mentors, who teach them about legal work, but also take them to baseball games and teach them intangible skills they will need to succeed in their work and life. And, finally, they get to know their peers, who, like themselves, are the future of the legal profession and our society.
I’ve learned a lot of things in the last 6 months, and one of those things is that people get really angry when they find out that their Subway “footlong” sandwich is actually only 11 inches. What began as a customer complaint on Facebook has morphed into a high-publicity lawsuit that will play out in our own backyard: the Eastern District of Wisconsin.
Tom Shriner’s recent remembrance of Judge Dale Ihlenfeldt said to law students and new lawyers that “you can—must—learn the lessons of the law (and life) from everyone, not just your professors, but your colleagues, your adversaries, your clients, and even from judges.” This last (neatly phrased) is the case, in my estimation, both of judges whom one knows and of others whom one has never met. One should collect judges, as Tom and I say to the students in our courses.
Two whom I have collected in my time in Wisconsin are Chief Justice Shirley S. Abrahamson and Seventh Circuit Judge Diane S. Sykes, L’84. While I have previously alluded to their friendly competition with one another on the Wisconsin Supreme Court, as it seemed to me, I do not seek to remember them here: They are very much with us. Rather, each herself had occasion in the U.S. Courthouse in Milwaukee, in the past year or two, to remember a late predecessor and friend: Judge Myron Gordon (pictured here, courtesy E.D. Wis.) in Chief Justice Abrahamson’s case, and Judge Terence T. Evans, L’67, in Judge Sykes’s. With permission, I wish to share these remembrances here.
Judge Dale Ihlenfeldt died right after Christmas. He was 92 years old and hadn’t sat on the bankruptcy court bench in Milwaukee for many years, though he remained active until fairly recently, including by teaching an annual CLE program in Madison in which I also participate. Teaching CLE required him to keep up on developments in bankruptcy law, and that suited him just fine, because he loved the law. He also liked lawyers, and his warm, engaging personality was always welcome whenever he could join us.
I learned a lot from Judge Ihlenfeldt over the years, but one of the most valuable lessons he taught me came very early in my legal career, and I see this story as making an important point for law students and new lawyers. The practice of law requires constant learning; you’ve barely begun to know what you need to know when you leave law school. And you can—must—learn the lessons of the law (and life) from everyone, not just your professors, but your colleagues, your adversaries, your clients, and even from judges.
This comment struck me at the time and many times since as one of the best lessons that a judge could teach a young lawyer. And it has implications beyond bankruptcy law. Good judges like Judge Ihlenfeldt call them as they see them and follow the law as they understand it. But a lawyer should never lose sight of the fact that much of the law (understood as being what judges do) is not black and white, but gray, and a judge’s instincts in the gray area—whether to afford a debtor relief, to let a plaintiff try to prove her case, or to cut a lawyer some slack—are every bit as much a part of the law as the stuff in the books. I’m glad that I learned that lesson early from a great judge.
On Thursday, the United States Department of Justice (DOJ) filed a complaint against the City of New Berlin. The complaint arises out of a series of events that led to the City’s denial of a “workforce” housing development proposal made by MSP Real Estate, Inc. (MSP). The DOJ alleges that the City of New Berlin ultimately denied the proposal on the basis of racial discrimination, in violation of Section VIII of the Fair Housing Act.
According to the complaint (which can be viewed here), on March 10, 2010, MSP submitted a development application to construct 180 units of affordable housing in what is known as New Berlin’s “City Center.” The proposal stated that the development would include 100 elderly units and 80 workforce housing units. The development was intended to be financed in part by the Low-Income Housing Tax Credit program, a program that allows a developer to sell tax credits to investors in exchange for the promise that the developer will rent the apartments for below-market rates to tenants who qualify. For this specific development, MSP was going to rent to individuals who made 40 to 60 percent of the median household income in New Berlin. In New Berlin, the median income as of 2000 was approximately $70,000, which means the proposed development would rent to individuals who made $28,000 to $42,000 a year.
The federal death penalty is plagued by two important types of disparity. One is racial: as of last year, nearly half of federal death row inmates (28 of 57) were black. The other is geographic: out of the 94 federal districts, just 16 have produced 75 percent of the death sentences, and nine have produced nearly half. Although both disparities have been much commented on separately, it seems they are actually connected. Or so argue G. Ben Cohen and Robert J. Smith in an interesting new paper, “The Racial Geography of the Federal Death Penalty,” 85 Wash. L. Rev. 425 (2010).
Their thesis is simply stated. A vastly disproportionate number of federal death sentences come from counties with high minority populations that are located in districts that are heavily white overall. Think diverse urban cores surrounded by lily-white suburbs. Given that federal juries are typically drawn from the entire district, this means that capital trials in these districts are apt to involve minority defendants being judged by white-dominated juries. Having minimal racial diversity on the jury means that black defendants have little protection from the unconscious racial biases that most of us carry around. This, in turn, drives both the racial and geographic disparities in federal death sentences.
By: Richard M. EsenbergPosted on July 15, 2010 Categories Constitutional Interpretation, Eastern District of Wisconsin, Wisconsin Civil Litigation, Wisconsin Supreme CourtLeave a comment» on How Toxic is Thomas?
Pat McIlheran has an interesting find in today’s Journal Sentinel, commenting on Judge Randa’s underreported decision in Gibson v. American Cyanamid. Judge Randa held that application of the Wisconsin Supreme Court’s Thomas decision (which applied something called risk contribution theory to hold lead paint pigment manufacturers collectively responsible for all harm from that product) would violate the federal due process rights of a defendant who had not itself manufactured lead paint pigment, but had assumed the liabilities of a manufacturer who had.
By: Daniel SuhrPosted on June 11, 2010 Categories Eastern District of Wisconsin, Federal Civil Litigation, Judges & Judicial Process, Seventh Circuit, Wisconsin Criminal Law & Process, Wisconsin Supreme Court5 Comments on What’s Good for the Goose . . .
Earlier this week, a panel of the U.S. Court of Appeals for the Seventh Circuit issued its decision in In Re Sherwin-Williams Co. The court upheld Judge Lynn Adelman’s decision not to recuse himself from a case pending before him in the Eastern District of Wisconsin, Burton v. American Cyandamid, et al.
Sherwin-Williams is currently before Adelman as a defendant in a personal injury action involving lead paint, heard in diversity jurisdiction. S-W believed “his impartiality might reasonably be questioned” (the relevant legal standard) because he had written an article defending the Wisconsin Supreme Court’s controversial lead paint decision in Thomas v. Mallett, 2005 WI 129. (The article is Adelman & Fite, Exercising Judicial Power: A Response to the Wisconsin Supreme Court’s Critics, 91 Marq. L. Rev. 425 (2007)). In the article, Adelman defended the Court’s 04-05 term generally and praised Thomas particularly as a “positive development” which ensured that “the doors of the courthouse remain open.” Id. at 446.
By: Richard M. EsenbergPosted on November 5, 2009 November 5, 2009 Categories Eastern District of Wisconsin, Milwaukee1 Comment on Myron Gordon, R.I.P.
I only really knew Myron Gordon as a judge on senior status and tried only one case before him. It was a challenge by the NAACP to the method of electing judges in Milwaukee County. The plaintiffs alleged that county-wide elections of judges denied black voters the opportunity to elect candidates of their own choice and sought election of judges on the basis of sub-county districts. We represented the Wisconsin Judges Association, which had intervened as a defendant. The judges did not want to be elected from smaller districts in which voters might not appreciate the array of considerations facing a judge. I remember, in particular, the testimony of one of our client’s members who said that he did not wish to depend only on his neighbors in a North Shore suburb for reelection. He felt that it would make it very difficult for him to give a defendant from the inner city the benefit of the doubt.
At the time we tried the case (1996), black candidates for judicial office had not done well in Milwaukee County. That has changed, but not because the plaintiffs prevailed. Judge Gordon ruled in our favor and the Seventh Circuit affirmed. I’d like to think that events — subsequent successes by black candidates on a county wide basis — have validated his judgment, but I may not be the best one to make that judgment.
Priced at SOLD. Originally registered in Middlesex on the 28th of February 1964.This is one of a pair of big cats that have come to us from their last Lancashire owner who had aquired this bike in 2013. A lot of money has been spent on work & parts, as witnessed by all the invoices/receipts (see last photograph). Has good history in the form of some past MOT certificates & its original old buff cardboard logbook. Comes with the latest DVLA V5C registration document, is registered under the 'Historic Vehicle' class for free road tax & does not require an MOT.
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A fast cycle route from ʼs-Hertogenbosch to Veghel was opened in November 2015. The route runs parallel to the canal between the two cities on what was a private maintenance path for the canal authority before it was updated. The route is a 4 metres wide smooth black asphalt path which may only be used for cycling. Mopeds and scooters are not supposed to use it. This sounds like great news, but unfortunately this new route doesn’t cover the entire distance between ʼs-Hertogenbosch and Veghel, only a part. So I decided to ride from Markt (Market Square) in ʼs-Hertogenbosch to Markt (Market Square) in Veghel, which is exactly 20 kilometres (12.4m), to show you which types of infrastructure you get to use. A wide variety as it turns out. The ride is very convenient, even when it is not all 4 metres wide dedicated cycle space. Note that you do not encounter any signals and my ride was completely non-stop! I filmed on a colder Thursday morning, so not many people were out on the streets, apart from the many people in the pedestrian zone in ʼs-Hertogenbosch. So a great ride in this photo post with also a video showing the entire ride. The video comes in two speeds, so you can choose which you prefer.
The route starts on the market square in ʼs-Hertogenbosch at the foot of the brand new reconstructions of a 500-year-old well house and Virgin Mary shrine.
Going east, riding through the pedestrian area where cycling is allowed, but not very convenient. I usually avoid the area, because going around it is usually quicker than going right through it.
Past the city’s cathedral we can see that the streets in the historic city centre are 30km/h (18mph) zones that do not require separate cycling infrastructure.
The street around the city centre has a one-way cycleway on the south side. This crossing of an entrance to an underground parking garage is new and you can see that the block markings are now on the outside of a crossing. This ensures that the crossing is not optically narrowed. Needless to say that people cycling have the right of way here.
Going due east we get to cycle in a cycle street. The city of ʼs-Hertogenbosch doesn’t actually use this sign (yet). Probably because it has no legal status yet (but it is used in most of the country and that is why I use it too to indicate that this is indeed a cycle street). Note that the sign informs me my speed is 19km/h here. Apparently I picked up speed outside the built-up area, because my average speed over the full hour was 20km/h. Usually the sign informs drivers of their speed, which should be below 30km/h (18mph) in a cycle street.
ʼs-Hertogenbosch does have some on-street cycle lanes, but relatively few. Motor traffic may use this street in both directions, but the lines of the cycleways are interrupted, so that motor traffic may also use the cycleway to make way for oncoming traffic (and to reach the parking bays).
This is an upgraded cycleway from ʼs-Hertogenbosch to Den Dungen. This part is marked as a cycleway that can also be used by mopeds/scooters. This part of the route alongside the canal was already there, but much narrower.
This is a part of the route that has no cycling infrastructure at all. The lines you see are only there to optically narrow the road and to indicate that the speed limit is 60km/h (37mph). That is the standard speed limit on smaller rural roads. Some cars passed me on this part, but it was never scary.
Here the approach to Veghel and the underpass of the motorway A50. Although this is marked as a cycleway only, I did see a scooter illegally using this cycleway.
You enter Veghel via an industrial zone. The road was obstructed, so a short detour was signed out. This is the largest vehicle I encountered in the entire ride, and it was on that detour. But as you can see, I had more than enough room to safely pass this lorry.
In the outer areas of Veghel there was a nice bi-directional cycleway. This particular sign indicates that it may be used for cycling and the slow type of mopeds and scooters.
Veghel has a rather large 30km/h (18mph) zone. Again, these lines are no indication of cycle lanes, they are just there to optically narrow the street (similar to the lines we saw on the rural road before). Only when there is also a bicycle symbol on the street, such lanes become on-street cycle lanes.
Approaching the town’s centre we are still on rather busy 30km/h (18mph) streets.
The destination: market square in Veghel. I rode the 20 kilometres (12.4m) in exactly one hour. Which means that even with the delay in the pedestrian zone of ʼs-Hertogenbosch, the fact that I did not even have to stop once in the entire ride, made my average speed also 20km/h.
Ride from Markt in ʼs-Hertogenbosch to Markt in Veghel at 10 times normal speed.
The same ride at double speed.
The 20km (12.4m) route as it is shown in the route planner of the Cyclists’ Union. The route is clearly very straight and it could hardly be more direct.
here is a suggestion for future rides that are as boring as much of this one was: show the bits in the interesting urban area at regular speed, or even double speed, and then the parts in the countryside at 10 time speed.
I have at least two other “Market to Market” videos planned, I will indeed make the speed different, depending on what there is (or isn’t) to be seen.
I understand why you called the ride boring. Suggestion to Rijkswaterstaat: it could be made much more interesting by planting lots and lots of different fruit trees for free picking. I don’t expect them to follow up on that suggestion though, people seem to panic from the idea of rats. Nice film!
Mark, if you have not already done so, it would be interesting for you to publish a blog post about using other modes of transportation in the Netherlands. That is, driving a car, and using public transit. Show us what it is like for a driver to have to contend with so many people on bicycles. Is it scary for them, or annoying, or just something they cope with easily? And what about buses? Do any of them have a bike rack on the front so you can travel by bus with your bike?
Driving is quite a lot easier than it is in many other places. It’s much safer for one. Roundabouts remove traffic lights for drivers too, and people, even in cars, report liking them. There is usually about one car length of space between the main road and the cycle paths and sidewalks, so you can make your turn in multiple, easier to do, stages. Priority on roundabouts for cyclists is a contentious issue in the Netherlands, but even if cyclists do have priority, there will eventually be gaps.
The motorway system is vast in the Netherlands. More than 3000 km of motorway. Nearly all of the network is limited to either 120 or 130, with only a few 100 km/h sections in urban areas and a couple 80 zones. A large part of the network is now at 130 km/h, with the goal to get that up to 60% of the system. There is rarely a place where a motorway is further than 15 km away from you. You could make a trip all the way from Baarle (which is on the Belgian border) to Groningen without leaving the motorway system once, once you get on it, to stop for fuel and rest, as they are integrated into the system.
Because of the Sustainable Safety’s demands of monofunctional roads, including through roads and distributor roads, they have much less local access, the through roads having no local access, and are thus much faster. The traffic lights usually divide the turning traffic from other directions, so it is easy to just wait for your green light. The signals are usually fully actuated, so there are no excessive waiting times.
If you wish to use the bus, the stops are usually quite a lot nicer than others around the world. They often have raised tactile edge kerbs (curbs if you are North American), so they are better accessible for those with limited mobility or eyesight. Many stops have full shelters, benches and many have a real time indication of the waiting times too. The public transport fare system across the country is unified into one smartcard. In larger cities, there are quite a lot of bus lanes. Utrecht is a good example. Amsterdam of course too. Rotterdam has an exceptional public transport system. Almere is pretty much one of a kind with it’s bus system, running exclusively on dedicated busways away from other traffic. There is even bus service running out to the countryside as well.
The train system is almost like a subway system in the Randstad, only with slightly less frequent trains and much higher speeds and less stopping. The train system is often grade separated from roads and cycleways, and the Dutch strive to make every crossing signal protected if not grade separated. The normal speed for most of the trains is 130 km/h or 140, often the latter. New signaling system upgrades is likely to increase the speed limit to 160 km/h in quite a lot of places, which is 100 mph if you are governed by a group known as the opposite of progress. Most of the trains run on electrified double (or more) tracks, so less delays, quieter and more reliable trains and knowing that you are doing your part to aid the environment. And again, the the fares are integrated nation wide, and you can get a rental bicycle for 3 euro a day at most stations, and all stations have bicycle parking, including overnight and weekend parking, so you can stick a bicycle in the other station and when you get off the train after your train trip in the morning, you can continue to work or school on a bicycle, and you can also arrive by bicycle.
You cannot take a bicycle onto the bus. There are so many people who could want to do that, how could you possibly cope? Instead, there is usually bicycle parking at bus stops, so that you can cycle to or from the bus stops you frequent. This does not apply to folding bicycles. The trains (and trams) allow you to take a bicycle, but only during the off peak times and you must pay a ticket for 6 euro to take it with you. There are rental bicycles at each station anyway, so that’s not a big problem. The exception for folding bicycles applies.
Pedestrians are actually more free in the Netherlands than other places. You don’t have crowded footways with bicycles zipping past you. They are on their own path. In the areas with less people and no independent footway, you walk on the cycle paths, preferably on the left side of them, facing cycle traffic. This applies in the rural areas too. If you for some reason want to walk in the rural area, it is safe to do so on the bicycle paths, or if those don’t exist on a particular road either, the low volume 60 km/h roads (better than 80 or 100 with high volumes isn’t it?). Pedestrians are given protection with traffic lights in the same way bicycles are. The waiting times are low, and you go as soon as possible as shown by actuation. You can walk across in one go, unlike the UK. Zebra crossings are common, and give you priority over traffic that wouldn’t be turning across your path. At minor side streets, you often don’t even notice as the footway is continued across the side road.

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