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Railway in sentence

233 examples of Railway in a sentence

Closer to home, a Himalayan railway project to link Tibet to Khasa, at the border with Nepal, is currently under construction, with plans to extend the line all the way to Kathmandu, the Nepalese capital.
We have launched a program worth more than $60 billion for highway and railway concessions, to be followed by a similar program for ports and airports.
China is also engaged in constructing a $500 million electric plant and railway link between Tajikistan and Pakistan.
Infrastructure projects like the Berlin to Baghdad railway roused tensions among the Great Powers.
A standard-gauge railway from Mombasa to Kigali and Juba via Kampala is being designed, and financing for the first segment has been secured from Chinese partners.
The creation of America as a major economic power, after all, was made possible by giant steel mills, integrated railway systems, and the mobilization of enormous energy reserves through such ventures as Standard Oil.
Transformations do not happen with “the even speed of a railway train,” he said.
The EU single market, like the Eurostar railway that connects London to continental Europe, was not enough to turn Britons into Europeans.
Infrastructure investment is down as well, with many high-speed railway projects on hold and local governments and special-purpose vehicles struggling to obtain financing amid tightening credit conditions and lower revenues from land sales.
But, as some Chinese policymakers respond, all growth processes involve waste: nineteenth-century railway booms in Britain and America created huge overcapacity and investor losses, even as they spurred economic transformation.
Another reason to admire Switzerland is its astonishing railway system, which crisscrosses every nook and cranny of the country.
As we made our precisely timed connections with ease, I wondered why so many other Western governments have deemed the public sector to be incapable of running an efficient railway system.
As the railway age unfolded, with metal tracks spreading across the industrializing world like veins on a leaf, a new level of connectivity was achieved, which criminals were quick to exploit.
Indeed, an entire police force eventually had to be created to manage railway security.
Even the owner of the Bridgewater Canal eventually saw the way the wind was blowing – and invested heavily in the rival railway.
A few days before that, President Asif Ali Zardari paid his fifth visit to Beijing since taking office in August 2008 – this one a state visit – and received pledges of support for developing nuclear power and constructing a railway line over the Karakoram mountain range, linking the two countries.
Since then the principle has been applied to many services: traffic wardens and airport security, then railway lines and flight control systems, hospital buildings and even prisons all came to be run by public-private partnerships, or "PPPs" as they are known in the United Kingdom.
We can disagree with him on railway reform or the migrant crisis, on tomorrow’s budget or future spending cuts, on his indifference to former political veterans, or his obsession with being on the cutting edge.
Dennis Robertson, an early twentieth-century “real” business-cycle theorist, wrote: “I do not feel confident that a policy which, in the pursuit of stability of prices, output, and employment, had nipped in the bud the English railway boom of the forties, or the American railway boom of 1869-71, or the German electrical boom of the nineties, would have been on balance beneficial to the populations concerned.”
Similarly, Hong Kong, acutely aware of its own fiscal limitations, found a way to build a subway and railway system the size of New York City’s without using a single tax dollar: it developed the real estate adjacent to its stations.
With official growth data usually aligning a little too closely with government targets to be credible, skeptics are turning to other, more tangible measures of economic conditions, pointing out that energy consumption, freight railway traffic, and output of industrial products like coal, steel, and cement has slowed sharply.
Though real annual GDP growth seems to have stabilized at around 7%, almost all key economic indicators – such as nominal GDP, fixed-asset investment, floor space under construction, nominal retail sales, auto sales, electricity output, railway cargo, and iron ore imports – are well below their four-year growth average.
It is true that coalition politics prevented decisive action, with a railway minister being summarily dismissed by his own party leader – whom the UPA was politically unable to confront – after attempting to raise fares.
Modi had previously derided the UPA’s populist railway ministers for distorted policies that punished businesses, declaring during his election campaign that India’s railways should be run more like China’s, with increased government investment, including for bullet trains.
But, as with railway fares, the final decision was left up to Modi.
A Chinese-funded railway between Nairobi and Mombasa, which opened earlier this year, is the latest example.
That is why we are channeling more than $460 billion toward building and modernizing thousands of kilometers of roads and highways, as well as expanding and improving our mass transit and railway systems.
For example, a new road or railway linking a mine to a harbor should also address food shortages and improve access to health services and education.
China was also engaged in constructing a $500 million electric plant and railway link between Tajikistan and Pakistan.
Upgrading trains and railway networks, for example, creates efficiencies in terms of both commuting time and environmental impact, with positive effects on many communities.
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