nntsuzu/KFTT huggingface dataset:
English: But, this is a special service by a small bus, except for during the rush hour, for limited services on Route No. 21A from Keihan Yodo to Kintetsu Okubo and for its return from Kintetsu Okubo to Tai during week days.
Japanese: 但し小型車は限定運用であり混雑時間帯を外し、平日は21A号経路の京阪淀駅→近鉄大久保の1本と、その折返しである21A号経路の近鉄大久保→田井の1本のみ。
English: For services on the route through Okubo, Keihan Uji Bus is operating such types of buses as a middle-size bus, a middle-size bus with a longer body (that is regarded as a large-size bus by Keihan Uji Bus) and a large-size bus.
Japanese: 現在運行している大久保経由については中型車/中型長尺車（京阪宇治バスでは中型長尺車は大型車扱いとなる）/大型車の各種で運用されている。
English: Occasionally, they operate low-floor buses (8331/8332) and also dual-purpose buses for both route services and reserved services (1057/3076/5106/5326).
Japanese: 時折ワンロマ車(8331/8332)及び路線・貸切兼用車(1057/3076/5106/5326)での運行を行う場合もある。
English: From the revision of the operating system on January 11, 1999, until the revision made on August 1, 2005, microbuses and middle-size buses with shorter bodies (regarded as a kind of microbus by the old Keihan Ujiko Services and the current Keihan Uji Bus) were operated together with middle-size buses.
Japanese: 尚1999年1月11日改正より2005年8月1日改正までは小倉経由路線で小型車及び中型短尺車（旧・京阪宇治交サービスや京阪宇治バスでは中型短尺車は小型車扱いとなる）が中型車と共に運用されていた。
English: But since abolition of their lines via Ogura, Keihan Uji Bus has not been operating any microbuses on their Uji-Yodo Route.
Japanese: しかし、小倉経由路線の廃止により京阪宇治バスでは宇治淀線での小型車運用の設定は現在では行っていない。
English: Meanwhile, Lines Nos. 31A, 31B, and 32 on the route via Ogura were prohibited to operate large-size buses because of narrow road sections existing around Nishi-Imoarai.
Japanese: 尚小倉経由路線では31A/31B/32系統の運行区間の途中の西一口界隈に狭隘区間があり、同区間での大型車の入線は禁止されていた。
English: Nara Railway was a Japanese private railway company that constructed and managed the entire current Nara Line and over half of the current Sakurai Line.
Japanese: 奈良鉄道（ならてつどう）は現在の奈良線全線、桜井線の過半などを建設、運営していた日本の私鉄であった。
English: In 1905, all their lines were assigned to Kansei Railway Company, which was nationalized in 1907.
Japanese: 全路線は1905年に関西鉄道に譲渡され、さらに1907年に国有化された。
English: Construction began from the Kyoto side, and the whole line between Kyoto and Nara was completed in 1895.
Japanese: 建設は京都から進められ、1895年（明治29年）に京都-奈良間が全通した。
English: Another railway section between Nara and Sakurai was completed in 1898, after the 1896 merger of Nara Railway with Hatsuse Railway, which was constructing the relevant section at the time.
Japanese: また、奈良-桜井間はこの区間を建設していた初瀬鉄道を（明治30年）に合併し、1898年（明治32年）に全通した。
English: In 1904, a consolidation of Kinki region railway companies was negotiated, and both Nara Railway and Nanwa Railway decided to merge with Kansei Railway Company.
Japanese: 1904年（明治37年）に近畿鉄道合同の交渉が持たれ、南和鉄道とともに関西鉄道に合流を決めた。
English: September 5, 1895: A line 3 miles and 23 chains (unit) long began operations between Kyoto Station and Fushimi Station (Kyoto Prefecture).
Japanese: 1895年（明治28年）9月5日　京都駅-伏見駅(京都府)間3マイル23チェーン(単位)開業
English: March 13, 1896: A line 4 miles and 50 chains long began operations between Tamamizu Station and Kizu Station (Kyoto Prefecture).
Japanese: 1896年（明治29年）3月13日　玉水-木津駅(京都府)間4M50C開業
English: May 11, 1898: A line 11 miles and 10 chains long began operations between Sakurai Station (Nara Prefecture) and Kyobate Station.
Japanese: 1898年（明治31年）5月11日　桜井駅(奈良県)-京終駅間11M10C開業
English: February 11, 1899: Freight transport began along a tentative link line between Kyobate and Nara.
Japanese: 1899年（明治32年）2月11日　京終-奈良間仮連絡線により貨物営業開始
English: The section between Shichijo and Momoyama stations was different from the JR Nara Line's current route in that the route passed through Fushimi Station (Kyoto Prefecture), the origin of the current Kintetsu Kyoto Line.
Japanese: 七条-桃山駅間は現在のJR奈良線のルートとは異なり、近鉄京都線の原型となる伏見駅(京都府)を経由するルートをとっていた。
English: Kansei Railway Company took over 12 locomotives, 91 passenger coaches and 106 freight wagons.
Japanese: 関西鉄道に引継ぎの車両数は機関車12両、客車91両、貨車106両であった。
English: Tank Locomotives, Type 2-6-2 (1C1) from Baldwin Locomotive Works, U.S.A.
Japanese: アメリカ合衆国ボールドウィン・ロコモティブ・ワークス社製2-6-2(1C1)形タンク機
English: Tank Locomotives, Type 2-6-0 (1C) from Swiss Locomotive and Machine Works
Japanese: スイススイス・ロコモティブ・アンド・マシン・ワークス製2-6-0(1C)形タンク機
English: Kurama Denki Tetsudo Kabushiki Kaisha (Kurama Electric Railway Company Limited) was a railway company that operated a railway line from Yamabana (current Takaragaike Station) in present Sakyo Ward, Kyoto City, to Kurama Station.
Japanese: 鞍馬電気鉄道株式会社（くらまでんきてつどう）は、現京都市左京区の山端（現：宝ヶ池駅）から鞍馬駅への鉄道路線を運営していた鉄道会社。
English: December 1, 1927: Kurama Denki Tetsudo was established as a subsidiary company of an electric power corporation Kyoto Dento, and inaugurated services on December 1, 1928.
Japanese: 1927年（昭和2年）12月1日京都電燈株式会社の子会社として設立され、1928年（昭和3年）12月1日に営業を開始。
English: December 1, 1928: The company inaugurated services for the section (5.3 kilometer) between Yamabana (current Takaragaike) and Ichihara.
Japanese: 1928年（昭和3年）12月1日山端（現在の宝ヶ池）-市原間(5.3km)が開業。
English: October 20, 1929: It began services for the section (3.1 kilometers) between Ichihara and Kurama-kari (temporary station of Kurama).
Japanese: 1929年（昭和4年）10月20日市原-鞍馬仮間(3.1km)が開業。
English: December 20, 1929: The company started operation of a section between Kurama-kari and Kurama (0.4 kilometers) whereby the company became able to offer full services for the whole line (8.8 kilometers).
Japanese: 1929年（昭和4年）12月20日鞍馬仮-鞍馬間(0.4km)が開業し全通(8.8km)。
English: The company extended its line from Yamabana Station direct to Demachiyanagi Station of the Eizan Dentetsu line by entering into the line of Eizan Dentetsu of Kyoto Dento (current Eizan Mainline of Eizan Dentetsu).
Japanese: 京都電燈叡山電鉄線（現・叡山電鉄叡山本線）に山端駅から乗り入れ、同線の出町柳駅まで直通運転を開始。
English: 1930: The company purchased Rakuhoku Jidosha Kabushiki Kaisha (Rakuhoku Auto Company Limited, later Rakuhoku Areal Office of Kyoto Bus).
Japanese: 1930年（昭和5年）洛北自動車株式会社（後の京都バスの洛北方面）を買収。
English: This buyout was made as a result of various adverse effects caused by fierce competition to attract passengers between the two companies.
Japanese: 猛烈な乗客争奪合戦を繰り広げ、これが諸般の弊害を生じる結果となり、結局買収するに至った。
English: 1933: It bought out Kumogahata Bus Kabushiki Kaisha (Kumogahata Bus Company Limited, later Kumogahata Areal Office of Kyoto Bus).
Japanese: 1933年（昭和8年）雲ヶ畑バス株式会社（後の京都バスの雲ヶ畑方面）を買収。
English: September, 1939: The section between Nikenchaya and Ichihara was altered to a single track railroad, though not because of the designation of nonessential and nonurgent lines.
Japanese: 1939年（昭和14年）9月二軒茶屋-市原間が単線化（不要不急線指定に基づくものではない）。
English: March 2, 1942: Its parent company, Kyoto Dento, dissolved according to the government's ordinance to control power distribution, and transfered its power generation and transmission business to Japan Electric Generation and Transmission Company, and its power distribution business to Kansai Haiden, the predecessor of Kansai Electric Power Co., Inc.
Japanese: 1942年（昭和17年）3月2日親会社の京都電燈が配電統制令に基づき発送電事業を日本発送電、配電事業を関西電力の前身の関西配電に譲渡して解散した。
English: Mainly Kurama Denki Tetsudo's own cars, equipped with electric brakes, were operated up to Kurama, while cars on the Eizan Line were running on a comparatively flat section up to Nikenchaya, but sometimes electric cars, Type DENA 21 of Eizan Line were also used up to Kurama.
Japanese: 主に電気ブレーキを装備した自社の車両が鞍馬までの運転、叡山線の車両が比較的平坦な二軒茶屋までの区間運転に用いられていたが、叡山線所有のデナ21形も鞍馬まで乗り入れることがあった。
English: Generally, the Eizan Line and Kurama Denki Tetsudo were not distinctly acknowledged, but rather known as 'Eiden' as a unit.
Japanese: 一般的には叡山線と別会社という認識は薄く、一体で「叡電」と呼ばれていた。
English: At present, too, the Kyoto Bus has assumed from Kurama Dentetsu its corporate mark of a Japanese fan made of feathers, and adopted it as its corporate emblem.
Japanese: 現在も京都バスの社章として使われている羽うちわのマークは、元々は鞍馬電鉄の社紋であったものが引き継がれている。
English: We would like to describe the history of steam locomotives in Japan.
Japanese: 日本の蒸気機関車史（にほんのじょうききかんしゃし）では、日本における蒸気機関車の歴史について記す。
English: When Japanese railroad service started in 1872, all the locomotives, for example Japanese National Railways (JNR) 150 steam locomotives, were introduced from foreign countries.
Japanese: 日本の鉄道は1872年に開業したが、このとき投入された車両は国鉄150形蒸気機関車などすべて、外国製の車両であった。
English: This was a matter of course because the newly-established Meiji government had no technology to produce them.
Japanese: そもそも、明治政府が発足して間もない時期であり、技術のノウハウなどまったくない時期であったため、当然の判断と言えた。
English: In time the governmental railroad company (Japanese National Railways or JNR) built British style railroads, importing many vehicles from the United Kingdom, the governmental Horonai Railway in Hokkaido introduced American style facilities and trains such as JNR 7100 steam locomotives (nicknamed Benkei, Shizuka, etc.), while the Kyushu Railway Company adopted the German style.
Japanese: その後、官営鉄道（国鉄）ではイギリス様式の鉄道が建設されたため、車両も同国からの輸入が多かったが、北海道の官営幌内鉄道では国鉄7100形蒸気機関車（弁慶、静などの愛称がついた）などアメリカ合衆国様式による施設・車両が導入され、九州鉄道ではドイツ様式を採用した。
English: In order to encourage not only government, but also private enterprise to promote the railroad industry, the government worked actively to establish a train manufacturing company in Osaka and Nippon Sharyo in Nagoya.
Japanese: 政府直営はもちろんのこと、民間車両工業の勃興を画策して大阪に汽車製造、名古屋に日本車輌製造を設立させ積極的な展開を図った。
English: The government gave orders for copied products of imported locomotives to each private company so that they could develop their technology, sent engineering officials abroad for study, and strengthened its academic and technological foundation.
Japanese: 海外より輸入される機関車のコピー生産を民間各社に発注し技術力を磨かせるとともに、技官を海外へ留学させ自主設計の学術的、技術的な地盤を固めてゆく。
English: They made it possible to produce copied goods during the middle of the Meiji period, but it was not until the end of the Meiji when they gained confidence in basic technology.
Japanese: コピーそのものは明治半ばには可能であったが、基礎技術について自信を深めるには明治の末まで待たねばならなかった。
English: Moreover, it wasn't until all imports were stopped, because of World War I, that they could successfully make special steel parts such as axles.
Japanese: また車軸など特殊な鋼製部品の国産化は第一次世界大戦による輸入品途絶を待たねばならなかった。
English: At last, with the coming of the Taisho period, trunk-line steam locomotives of a Japanese-original design began to appear.
Japanese: 大正時代に入り、ようやく日本でのオリジナルの設計の幹線用蒸気機関車が登場し始める。
English: Successful examples in this early time were JNR 9600 freight steam locomotives (nicknamed, "Kyuroku") and JNR 8620 steam locomotives for passenger cars (nicknamed, "Hachiroku").
Japanese: その初期の成功例が貨物用の国鉄9600形蒸気機関車（愛称キューロク）であり、旅客用の国鉄8620形蒸気機関車（愛称ハチロク）であった。
English: Many of these two types of locomotives were produced in domestic private factories and we can say that a domestic production system for steam locomotives was almost established at this point.
Japanese: 両機関車の多くは国内民間メーカーで生産され、これをもって蒸気機関車国産化の体制はほぼ整ったと言える。
English: Particularly the 9600-type was used for the longest time of all other subsequent types of steam locomotives and existed long enough to see the end of Japan-made steam locomotives.
Japanese: 特に9600形は、引退してゆく後続形式を尻目に日本の蒸気機関車の終焉を見届けるほどの長命を保つことになった。
English: In the early Taisho period, the successful production of JNR 9600 and JNR 8620 steam locomotives, the first mass-produced domestic steam locomotives, led to domestic production of all steam locomotives for domestic use.
Japanese: 大正初期に、最初の本格的な量産型国産機である国鉄9600形蒸気機関車・国鉄8620形蒸気機関車が成功したことで、以後国内向けの蒸気機関車は国産でまかなわれることになった。
English: Along with the increased traffic volume due to the Post-World War I economic boom, the Ministry of Railways promoted the further upgrading and standardization of steam locomotives.
Japanese: 第一次世界大戦後の好況による輸送量増大に伴い、鉄道省は蒸気機関車のさらなる性能向上と標準化を推進した。
English: As a result, epoch-making and large-scale locomotives such as JNR C51 and JNR D50 steam locomotives were mass-produced, and steam locomotives for many purposes appeared in succession by 1948 after World War II.
Japanese: その結果、画期的な大型機関車の国鉄C51形蒸気機関車・国鉄D50形蒸気機関車が大量生産され、以後第二次世界大戦後の1948年（昭和23年）までに、各種用途に対応する蒸気機関車が続々と登場することになった。
English: These steam locomotives, with some exceptions, generally had high reliability and durability for practical use so that they worked extensively all through the prewar and postwar glory days for railroads.
Japanese: これらの蒸気機関車は、一部の例外を除けば、概して実用上十分な信頼性・耐久性を備えており、戦前・戦後の鉄道全盛期を通じて縦横に活躍した。
English: Nonetheless, the development of Japan's steam locomotive technology was consistently far behind European and American levels at that time, even considering the handicaps of narrow-gage railroads (a big obstacle to the upgrading of trains due not only to the narrow gage, but also weak tracks, which severely limited the axle load).
Japanese: とはいえ日本の蒸気機関車技術の発展は、狭軌鉄道のハンディキャップ（軌間の狭さだけでなく、軌道の弱さによる軸重制限の厳しさが、車両性能向上には非常な障害となった）を差し引いても、同時期の欧米の水準からは、一貫して著しく遅れた状態であった。
English: The introduction of technological innovation was almost stopped in the field of steam locomotives after the Taisho period, when it was assumed that the goal of 'domestic production' was achieved.
Japanese: 諸外国での技術革新の導入は、蒸気機関車の分野においては「国産化」が達成されたとする大正期以降、ほとんど行われなくなっていた。
English: This was not a surprising matter, considering that Japan had a weak basic industrial power at that time.
Japanese: これは当時、日本の基礎工業力が低かったことを考慮すると決して不思議なことではない。
English: However, in addition, the mainstream engineering staff including Kiich ASAKURA and Hideo SHIMA, who played leading roles in designing motor vehicles from the 1920s to the1930s, were extremely afraid of taking risks on a fundamental technical level and stuck fast to German technology, in particular to a rather old-fashioned Prussian approach of driving slow, large-diameter drive wheels.
Japanese: だがそれに加えて、鉄道省で1920年代から1930年代にかけて動力車設計を主導した朝倉希一や島秀雄ら主流派技術陣は、根本的な技術面での冒険を過度に恐れ、ドイツ系の技術、それも大径動輪をゆっくり駆動する、プロイセン流のやや旧式化した手法に専ら固執し続けた。
English: They tended to dislike straightly introducing remarkable technological innovation of steam locomotives from various foreign countries including the United States and the United Kingdom, and even if they adopted one, they often added their own unwise modifications, which ruined original technical merits.
Japanese: 彼らはアメリカやイギリスをはじめとする諸外国における、蒸気機関車の顕著な技術革新をストレートに導入することを厭いがちで、採用したとしても本来の技術的メリットを損なう、配慮に欠けた独自改変を加える事例が多かった。
English: The engineers who wanted to attempt straight technology introduction tended to be treated coldly at the Ministry of Railways, so some of them left the Ministry early to take positions in private industry, or a position with the South Manchuria Railway, a Japanese capital enterprise, which was open-minded to the introduction of advanced technology.
Japanese: ストレートな技術導入を図ろうとする技術者は省内部で冷遇されがちで、早期に鉄道省を去って民間メーカーに下野、あるいは日本資本の企業で先進技術導入に寛容であった南満州鉄道に転じる事例もあった。
English: It resulted in a marked technological stagnation for steam locomotives of the Ministry of Railways/JNR.
Japanese: 結果としてそれは、鉄道省・日本国有鉄道の蒸気機関車に著しい技術的停滞を招くことになった。
English: Essential technological development stagnated at the C51/D50 level, and after that a certain degree of improvement of boiler pressure and partial improvement of the electric welding adoption, etc. were made, but most one-off introductions of essentially new technology failed because of a lack of consideration on the part of the development staff.
Japanese: 本質的な技術発展はC51・D50の水準で停滞し、以後はボイラー圧力のある程度の向上や電気溶接採用などの部分改良が成功した程度で、本質的な新技術の単発導入は開発陣の配慮不足もあって大方失敗に終わった。
English: The practical maximum running speed of the Japanese trunk-line steam locomotive remained less than 100 km/h from the Taisho period to the postwar period, which can be said to represent its checkmate.
Japanese: 日本の幹線用蒸気機関車における実用上の最高運転速度が、大正期から戦後まで100km/h未満のままだった事実は、その行き詰まりを象徴していると言えよう。
English: In 1954 a JNR C62 steam locomotive ran on Kisogawa Bridge on the Tokaido trunk line at a speed of 129 km/h, which was 'a speed record of steam locomotives on the narrow gauge railroad,' however, this record was made in the process of a series of speed tests to see if an old-type truss bridge called a pin jointed truss could stand high-speed driving in the coming age of electric trains under an atypical situation that the tests were performed on the C62 steam locomotive alone from various limitations.
Japanese: 国鉄C62形蒸気機関車は1954年に東海道本線木曽川橋梁上で129km/hという「狭軌鉄道における蒸気機関車の速度記録」を樹立したが、この記録はピン結合トラスと呼ばれる古いタイプのトラス橋が来るべき電車時代に高速運転に耐え得るか否かを調査する目的で行われた、一連の速度試験の過程より得られたもので、さまざまな制約からC62形単機での試験が実施されるという、特殊な状況下で成立したものであった。
English: (However, JNR, too, rudely ran their electric trains, pulled by electric locomotives, at a speed of 120km/h [the speed the Ministry of Railways permitted was 95km/h, at the field level].)
Japanese: （もっとも、国鉄も現場レベルでは、電気機関車牽引で120km/hを出す(鉄道省の認可は95km/h)など、乱暴なことをしていたのだが）
English: The lack of theoretical analyses necessary for achieving high speed railroad trains and discussions about serious vibration problems including criticism from experts that "people would not be able to endure a high speed train for very long" was reaching a frightening level, and this problem had almost been made light of until a staff member, who had been studying aircraft flutter countermeasures at the former "Kaigun Koku Gijyutusho (later called Kaigun Kugisho) at the Japanese Naval Aeronautical Technology Institution, joined the General Railway Technology Institution after the World War.
Japanese: 鉄道車両の高速運転の実現に必要な理論解析、特に「高速になると、人間が長時間乗れるものではなくなっていた」と専門家に評された、機関車の深刻な振動問題への考察の欠如は恐るべきレベルに達しており、この問題は第二次世界大戦後、鉄道総合技術研究所へ旧海軍航空技術廠（空技廠）において航空機のフラッター対策を研究していたスタッフが加入するまで、ほとんど等閑に付され続けた。
English: After all, Japan's steam locomotive technology did not reach an international level until the terminal phase (1950s) of development.
Japanese: 結局、日本の蒸気機関車技術は、その開発の終末期（1950年代）に至るまで、ついに国際水準に到達することはなかった。
English: The Ministry of Railways on the mainland, as well as the Korean Railway Bureau, which adopted a standard gauge and ran with Japanese technology, and railroad companies in the China continent including South Manchuria Railway did not surpass Europe and America in the locomotive technology.
Japanese: 本土の鉄道省は元より、日本の技術で運営される標準軌鉄道であった朝鮮鉄道局、および南満州鉄道ほか中国大陸の鉄道も、機関車技術で欧米を凌駕するものではなかった（鉄道省の機関車に比べれば高性能であった南満州鉄道の流線形機関車「南満州鉄道の車両急行旅客用」でさえ例外ではない）。
English: A strict fact should be acknowledged that only checking/repairing technique was at a high level, but many of the technological bugs - the basic structure of the locomotive itself is the best example - were made up for by 'craftsman-like' skills of diligent staff members, like checking/repairing workers.
Japanese: わずかに検修技術のみが高水準にあり、その他の技術的不備――機関車自体の基本構造が、その最たるものなのだが――の多くが、機関士や検修員ら、勤勉な現場職員の「職人芸」的な技量によって補われていた、という厳しい実情は、認識しておく必要があるだろう。
English: In the latter half of the 1940s when the C61/C62 types appeared, Japanese railroad companies were suffering from extreme shortage of coal, so that they were conducting the electrification of lines out of the need of electrification including the main lines.
Japanese: C61・C62形が登場した1940年代後半、日本の鉄道は極端な石炭不足に悩まされており、主要幹線など電化の必要がある路線の電化を行った。
English: However, the electrification rate of railroads was only about 10%, so steam locomotives were still playing a major role in transportation.
Japanese: だがそれでも鉄道の電化率はまだ10%程度であり、依然蒸気機関車が輸送の主役に立ち続けていた。
English: This can be understood from the fact that JNR planned to produce C63 steam locomotives after the beginning of the 1950s.
Japanese: これは1950年代に入ってから国鉄C63形蒸気機関車の製造が計画されたことからもうなずける。
English: In the meantime five JNR E10 steam locomotives were produced in 1949, after which steam locomotives were not produced any more.
Japanese: この間、1949年に国鉄E10形蒸気機関車5両が製造され、日本の蒸気機関車の製造は終了した。
English: What changed this situation was the 'Power Modernization Project' reported in 1959 by the JNR Power Modernization Research Committee.
Japanese: この状況を変えたのは1959年に答申された国鉄の動力近代化調査委員会による「動力近代化計画」である。
English: The report said that 'from fiscal 1960 to fiscal 1975, 5000 km of the trunk line should be electrified, other lines dieselized and steam operation should be fully abolished.
Japanese: この答申には、「昭和35年度から50年度までに主要線区5000kmの電化と、その他の線区のディーゼル化を行い、蒸気運転を全廃すべきである。
English: The total amount of investment was to be 486.5 billion yen including 95.5 billion yen for electrical facilities, 76.5 billion yen for vehicle-related facilities and others (33.8 billion yen for electrification and 42.7 billion yen for dieselization), and 314.5 billion yen for vehicles (142 billion yen for electrification and 42.7 billion yen for dieselization.'
Japanese: そして、投資額は電化施設955億円、車両関連施設その他765億円（電化費338億円、ディーゼル化費427億円）、車両3145億円（電化費1420億円、ディーゼル化費427億円）で合計4865億円としている」とある。
English: This background revealed the appearance of trains with new performance after 1957 represented by JNR 181 and 101 trains and the rise of diesel railcars which made it possible to pull a long and heavyweight train created from the realization of drive-line transmissions of railcars/diesel locomotives after JNR Kiha 10 railcars appeared in 1953.
Japanese: この背景に国鉄181系電車や国鉄101系電車に代表される1957年以降の新性能電車の登場や、気動車・ディーゼル機関車の動力伝達方式変速機の実用化で1953年の国鉄キハ10系気動車以降、長大編成運転可能となった気動車の台頭なども挙げられる。
English: Thus began the smoke-free project; old steam locomotives produced during the Meiji/Taisho periods and large-size steam locomotives for the trunk line were first replaced followed by middle-size for local lines and small-size for branch lines.
Japanese: こうして始まった無煙化計画は、まず明治・大正時代製の古豪蒸機と幹線用の大型蒸機から始まり、次いで地方線区を走る中型蒸機と支線区用の小型蒸機を置き換えていった。
English: In particular large-size steam locomotives for passenger carriages with some exceptions such as the C62 steam locomotives transferred to Hokkaido after weight reduction of the axles was made, disappeared from the first line unexpectedly early because they could not be diverted to those for the sub-trunk line due to the large vehicle body or axle load
Japanese: 特に旅客用の大型蒸機は、軸重を軽くし北海道へ渡ったC62形などの例外を除けば大車体や軸重の関係から亜幹線への転用すら利かず、意外なほど早く第一線を退いていった。
English: Zippy small-size steam locomotives also quickly lost their existing value with the appearance of lightweight diesel locomotives represented by JNR DD16 diesel locomotives.
Japanese: 小回りが利く小型蒸機も国鉄DD16形ディーゼル機関車などに代表される軽量ディーゼル機関車が登場すると、一気に存在価値がなくなってしまったのである。
English: While class locomotives created under modern thoughts were disappearing comparatively early, yard-track shunting steam locomotives remained for use years afterwards.
Japanese: こうして近代的思想の下生まれた制式機関車が、比較的早く姿を消していく中で、後年まで生き残ったのが構内入換え用の蒸機である。
English: Because JNR DD13 diesel locomotives were not powerful enough for heavy work like hump work in a freight yard, JNR DD20 diesel locomotives were produced experimentally, and ended in failure.
Japanese: 貨物ヤードでのハンプ作業のような重作業に対応出来る機関車は国鉄DD13形ディーゼル機関車では力不足であり、国鉄DD20形ディーゼル機関車が試作されたものの失敗に終わった。
English: As a result, the JNR 8620 and 9600 steam locomotives produced during the Taisho period remained in use years afterwards.
Japanese: このため、大正時代製の国鉄8620形蒸気機関車や国鉄9600形蒸気機関車が後年まで生き残る結果となった。
English: However, with the beginning of the 1970s these steamers were continuously displaced by shunting-only diesel locomotives such as JNR DE10 steamer locomotives
Japanese: だが1970年代に入り、これらも国鉄DE10形ディーゼル機関車などの入れ替え専門のディーゼル機関車が登場すると、次々と置き換えられていった。
English: In this way steam locomotives were being reduced in number; they disappeared one after another from Kyushu in March, 1975 (in Shikoku they had already disappeared at this point), most types ceased to exist with only 3 types remaining such as the C57, D51, and 9600 models.
Japanese: こうして数を減らしていった蒸気機関車は1974年11月に本州から、1975年3月に九州から相次いで姿を消し（四国からはこの時既に消滅）、この地点で大半の形式が消滅し北海道にC57形・D51形・9600形の3形式が残るのみとなる。
English: Steam locomotives of these three types continued local operations, coal trains or shunting work in Hokkaido as their last jobs.
Japanese: この3形式による北海道内のローカル運用や石炭列車、入替仕業が最後の蒸気機関車運用となった。
English: On December 14, 1975, train 225 with a plate on the front saying 'Good-bye SL (steam locomotive),' pulled by the C57 135, ran between Oshamanbe Station and Iwamizawa Station on the Muroran trunk line, and thus regular passenger carriages pulled by steam locomotives disappeared.
Japanese: そして1975年12月14日、「さようならSL」のヘッドマークを掲げたC57135による室蘭本線長万部駅-岩見沢駅間の225列車が運転され、蒸気機関車牽引の定期旅客列車は姿を消した。
English: This C57 135 traveled as an out-of-service train, was carried to and preserved in the Transportation Museum in Tokyo (now preserved in the Railway Museum opened in October, 2007 in place of the Transportation Museum).
Japanese: このC57135は年明けの1976年5月に東京の交通博物館に回送・陸送され保存された（2007年10月からは交通博物館に代わって開館した交通博物館鉄道博物館に保存されている）。