nntsuzu/KFTT huggingface dataset:
English: Keihan Bus Co., Ltd., has been a big competitor for the Tozai Line of Kyoto Municipal Subway, not only because the fare of the three above-mentioned routes of Keihan Bus is less expensive than that of the Tozai Line, but also because Keihan Bus provides bus services to Shijo-Kawaramachi, the downtown area of Kyoto City.
Japanese: 上記3区間ではいずれも地下鉄東西線より安い運賃であることや、繁華街である四条河原町に乗り入れていることで、東西線の有力な競争相手となっている。
English: Additionally, there are many people who transfer from a route bus to a train for Shiga Prefecture (JR Tokaido Main Line (Biwako Line)/Kosei Line and Keihan Keishin Line) at Yamashina Station or who transfer from a train to a route bus at Nijo Station in order to go from Nantan, Kyoto City (JR Sanin Main Line (Sagano Line)) to the center of Kyoto City; other people will transfer from a route bus to a train connecting to the Keihan Uji Line or the JR Nara Line in order to go to the direction of Uji and Nara at Rokujizo Station.
Japanese: また山科駅での乗り換えで滋賀県（JR東海道本線（琵琶湖線）・湖西線、京阪京津線）方面や、二条駅乗り換えで京都府南丹（JR山陰本線（嵯峨野線））方面から京都市中心部に流入する利用も多く、六地蔵駅で京阪宇治線やJR奈良線乗換えで宇治・奈良方面への流動も見られる。
English: Although there are several tourist spots along the Tozai Line, such as Heian Jingu Shrine, Nanzen-ji Temple and Nijo-jo Castle, so far the Tozai Line hasn't become popular with tourists.
Japanese: 沿線には平安神宮・南禅寺・二条城といった観光地が近傍にあるが、現在の段階では観光客利用はそれ程多くない。
English: On March 28, 2008, once the section extended up to Uzumasa-tenjingawa Station was open to traffic, Randan-Tenjingawa Station was opened as a transferring station on the Arashiyama Main Line of Keifuku Electric Railroad Co., Ltd., which formed a connection route to the direction of Arashiyama after Nijo Station connecting to the JR Sagano Line; therefore, it is expected to increase the number of passengers.
Japanese: 太秦天神川駅への延伸開業後の2008年3月28日に京福電気鉄道京福電気鉄道嵐山本線にも乗り換え駅として嵐電天神川駅が新設され、二条駅でのJR嵯峨野線に続いて嵐山方面との接続ルートが形成されたことから、利用が増加することが見込まれている。
English: After the war, Kyoto Municipal Transportation Bureau considered a line (even an overhead line) that would run longitudinally along the Oike-dori Street from Rokujizo to Keage through Daigo and Yamashina, as a blueprint for the construction of a new railway line of Kyoto Municipal Streetcar; however, the project was overwhelmed and derailed by the wave of motorization.
Japanese: 戦後、京都市交通局は京都市電の新たな計画青写真として六地蔵～醍醐～山科～蹴上から御池通を縦断する路線（高架式も考えられた）を検討したがやがてモータリゼーションの波に洗われ計画は頓挫する。
English: The project for the Tozai Line started in or around 1965 as a means of public transportation that would connect the eastern region of Kyoto City (Yamashina Ward and eastern Fushimi Ward)--where the construction of surrounding roads along the Tozai Line couldn't keep up with the rapid population growth in those areas, resulting in serious traffic jams--with the large cities, and was officially carried at a city council meeting held in 1969.
Japanese: 東西線沿線は人口の伸びが著しい傾向を見せるが、それに周辺の道路整備が追い付かずに渋滞が深刻化していた京都市東部地域（山科区・伏見区東部）と都心部をつなぐための交通機関として1965年頃から計画が進められ、1969年の市議会で建設が正式に決定。
English: However, the section between Misasagi and Sanjo-keihan, out of the entire section of the project, became controversial because the Keihan Keishin Line had been operated on the ground in this section.
Japanese: しかし、その時計画されたルートのうち、御陵～三条京阪間は京阪京津線が地上を走っており、この競合が問題となった。
English: The idea of the parallel establishment of the Tozai Line and the Keihan Keishin Line was regarded as inappropriate, partly because it would result in excessive competition between these two lines and partly because the establishment of a subway line in a public subway system in this section for the Keihan Line would be the same as improving the Keihan Line, a private railway line, in a public system.
Japanese: 併設については、過当競争を招くとして、また、この区間の地下鉄を公営地下鉄方式で造り、そこに京阪線が乗り入れることは民営鉄道である京阪線の改良を公営方式で行うことになるために、不適当とされた。
English: The discussions concluded that Kyoto City and Keihan Electric Railway would first establish a joint public-private venture in order to obtain qualification as a Type Ⅲ Railway Business Operator, and then Kyoto City would obtain qualification as a Type II Railway Business Operator in order to operate trains on the relevant section.
Japanese: 協議の結果、京都市と京阪電気鉄道で第三セクター会社を設立し、そこが第三種鉄道事業者の免許を取得した上で、京都市が第二種鉄道事業者の免許を取得してその区間の列車運行を行うことに決まった。
English: Consequently, Kyoto Kosoku Railway Co., Ltd., would establish the subway line in the system of the Japan Railway Construction Public Corporation, and accordingly the aboveground section of the Keihan Keishin Line would be discontinued.
Japanese: こうして、京都高速鉄道が日本鉄道建設公団方式で地下鉄を新設し、乗り入れに伴って京阪京津線の地上区間は廃止されることとなった。
English: However, a reasonable cost and time period for conducting research on the land prior to constructing a subway line, as required by the Law for the Protection of Cultural Properties, must be scheduled when a subway is constructed in an open-cut method, since buried cultural properties exist under the ground in many areas of urban Kyoto.
Japanese: しかし、京都の市街地の多くの地下には埋蔵文化財が存在し、その場所に開削工法による地下鉄工事を行う際には、文化財保護法によって事前の発掘調査が義務づけられており、それにかかわる経費と期間を予定しておかねばならない。
English: If the shield method is used, this issue doesn't arise; however, Kyoto City gave the reduction of direct expense for construction the first priority and decided to employ an open-cut method for a substantial portion of the construction site (particularly that of Oshikoji-dori Street, which was included in the district of Nijo-jo Castle which was a national historic site).
Japanese: シールド工法による工事の場合にはこの問題は発生しないのであるが、京都市は工事の直接経費の節減を優先し、工区のかなりの部分（特に、国の史跡の「旧二条離宮〈二条城〉」の区域に入っていた押小路通）を開削工法で掘削することにした。
English: Additionally, it would be a difficult task to burrow under the Tokaido Shinkansen and the Kamo-gawa River (Yodo-gawa River system).
Japanese: さらに、東海道新幹線や鴨川(淀川水系)を潜るのもかなりの難工事であった。
English: The reason the Keihan Keishin Line was extended to Kyoto Shiyakusho-mae instead of Sanjo-keihan, the station up to which the line was originally extended, when the subway line began operation up to Nijo Station, was because a sharp curve exists right on the western side of Sanjo-keihan Station, and because the Kamo-gawa River runs right above that point; therefore, under such unfavorable conditions it would be impossible to ensure the space needed to set up a return track line near Sanjo-keihan Station.
Japanese: 二条駅までの開業の際、京阪京津線の乗り入れが当初予定していた三条京阪ではなく、その次の京都市役所前までだったのは、三条京阪駅西側はすぐ急カーブとなっている上に、直上に鴨川が流れているため、折り返し線設置には向いておらず、同駅付近では折り返し運転をするのに必要な空間が確保できなかったためである。
English: On the other hand, the reason it wasn't extended up to Nijo Station was because the Kyoto Municipal Transportation Bureau would need to pay an extra fee for use of railway cars (the fee is required because only Keihan trains use the Tozai Line instead of providing mutual usage between the two organizations, so the Kyoto Municipal Transportation Bureau must pay the fee to Keihan Electric Railway one-sidedly, depending on the total travel distance), the enhancement of the electric power system on the ground would be needed, and the carrying capacity would be too much (there was little need to increase the number of trains for the section between Nijo and Kyoto Shiyakusho-mae).
Japanese: 一方、二条駅まで乗り入れなかったのは、京都市交通局にとって車両使用料がかさむこと（相互乗り入れではなく、京阪車両の東西線への片乗り入れのため、乗り入れ車両の延べ走行距離に応じた車両使用料を、京都市交通局が一方的に京阪電気鉄道に支払わなければならない）、地上側の電力設備の増強が必要なこと、輸送力が過剰になること（二条～京都市役所前間を増発する必要性に乏しい）などが理由である。
English: This caused a problem in connecting to the Karasuma Line of Kyoto Municipal Subway at Karasuma Oike Station, the next station to the west of Kyoto Shiyakusho-mae Station, and some passengers complained about being stuck by nothing more than a station.
Japanese: その結果、京都市役所前の西隣の烏丸御池での京都市営地下鉄烏丸線との接続に問題が生じる結果を招き、『たった1駅の差で足止めされる』との烏丸線乗換客からの不平不満の声も散見されていた。
English: In 1999, the Kyoto Chamber of Commerce and Industry requested permission to extend the section for the Keishin Line up to Nijo Station, and as the types of operations indicated, a substation was newly set up in Uzumasa-tenjingawa Station to extend the section for trains of the Keihan Keishin Line, in accordance with the extension of the Tozai Line up to Uzumasa-tenjingawa Station, which started on January 16, 2008.
Japanese: 1999年には京都商工会議所から二条駅まで京津線乗り入れ区間の延長要望が出され、運行形態のとおり、2008年1月16日の太秦天神川までの延伸開業に併せて、太秦天神川駅に変電所を新設し、京阪京津線列車の乗り入れ区間を同駅まで延長することになった。
English: However, due to many circumstances the number of trains traveling all the way to Uzumasa-tenjingawa Station is still approximately one-third of all trains coming from the Keishin Line (one-half in the daytime).
Japanese: しかしそれでも諸事情で乗り入れ列車の1/3程度に留まっている（昼間時は2本に1本の割合）。
English: When the Tozai Line was opened to traffic (when the aboveground section of the Keihan Keishin Line was discontinued) in 1997, the Kujoyama and Hinooka stations were discontinued.
Japanese: 1997年の開業時（京阪京津線の地上区間廃止時）に九条山駅と日ノ岡駅が廃止された。
English: Unlike the case where Hinooka Station remained although it was integrated into Misasagi Station, there had been no plan to set up an alternative station of Kujoyama Station since the early planning stages because it was expected to be a killer construction project and no prospect of many users was seen, despite the fact that residents near Kujoyama Station had been requesting the establishment of an alternative subway station.
Japanese: 日ノ岡駅が御陵駅に統合される形で残ったのとは違って、代替駅の建設予定がなかった九条山駅周辺住民からは地下鉄駅設置の要望が出ていたが、難工事が予想された上に利用者が余り見込めないことから、計画段階当初より代替駅を建設する意思はなかった。
English: In response to the request, the authorities gave an unrealistic answer, stating, 'We will deal with this issue by increasing the bus services' (the major purpose of the subway construction was to reduce traffic jams, so increasing the bus services represented a paradox), which was a temporizing reply and thus a fictitious story.
Japanese: 要望に対しては「バスを増設することによって対処する」との非現実的な返答（渋滞解消のための地下鉄建設であり、重複路線にバスを増設するはずがない）があったがそれもその場しのぎの逃げ口上であり、結局は空手形に終わった。
English: As of October 2007, bus services have been provided from Kujoyama Bus Stop (located nearly at the same place where Kujoyama Station is located) to the directions of Sanjo-keihan and Yamashina Station; however, only one or two services for Sanjo-keihan are available an hour during the daytime hours, indicating that the number of services is much less compared to the Keihan Keishin Line period in which four train services per hour were available.
Japanese: 2007年10月現在九条山バス停（九条山駅とほぼ同一場所）から三条京阪方面や山科駅方面には京阪バスが走っているが、日中の三条京阪行きのバスは1時間に1～2本であり、1時間に4本の停車列車があった京阪京津線時代に比べて大幅に削減されている。
English: The construction of the Tozai Line, Kyoto Municipal Subway was fleshed out by a report of the Metropolitan Transportation Council in 1971; however, Kyoto City and Keihan Electric Railway needed to take counsel together because the route between Yamashina and Sanjo was competing with the route between Keihan-yamashina and Sanjo of the Keihan Keishin Line.
Japanese: 京都市営地下鉄東西線の建設は、1971年（昭和46年）の都市交通審議会の答申で具体化したが、山科～三条間のルートが当時営業していた京阪京津線の京阪山科～三条間と競合するため、京都市と京阪電気鉄道との間で協議が必要となった。
English: In the counsel, Kyoto City suggested an idea of passing the area to the north of the existing route with a mountain tunnel from Yamashina and connecting the line directly to downtown Kyoto; however, Keihan Electric Railway disagreed with the idea, insisting that the passenger transportation volume wasn't sufficient for the two lines to compete with each other, so eventually both sides agreed to discontinue the section between Keihan-yamashina and Sanjo on the Keishin Line of Keihan Electric Railway and allow Keihan Electric Railway to use the Tozai Line, Kyoto Municipal Subway.
Japanese: その協議の場において京都市側は、山科から現ルートよりも北側を山岳トンネルで貫いて京都市都心部へ直行する案を提示したが、京阪電気鉄道側が両線が競合するほどの輸送量は無いとこれに反対し、京阪電気鉄道が京津線の京阪山科～三条間を廃止し、京都市営地下鉄東西線へ乗り入れることで決着した。
English: Subsequently, due to problems concerning the route of the Tozai Line near Yamashina, it became physically impossible for trains of the Keishin Line coming from the direction of Hamaotsu to connect to the Tozai Line at Yamashina, and thus the related parties decided to adopt the idea of newly establishing the subway Misasagi Station as a connection station of the Keishin Line and the Tozai Line, doing so in the section between Hinooka and Misasagi, which was running along Sanjo-dori Street, and thus to move Misasagi Station of the Keishin Line underground.
Japanese: その後、東西線の山科付近のルートの都合で、浜大津方面から京津線の山科での乗り入れは物理的に不可能となり、京津線と東西線との接続駅として、三条通を走る日ノ岡～御陵間に地下鉄御陵駅を新設し、ここに京津線の御陵駅を移設・地下化することに決まった。
English: The construction of the Tozai Line, Kyoto Municipal Subway, was divided between Kyoto City, which would undertake the section between Daigo and Misasagi (6.3 km) and the section between Sanjo-keihan and Nijo (3.3km), accounting for a total of 9.4 km, and the Japan Railway Construction Public Corporation with the establishment of Kyoto Kosoku Railway Co., Ltd., a joint public-private venture of Kyoto City, Keihan Electric Railway and certain other enterprises that would undertake the section between Misasagi and Sanjo-keihan (3.3 km), which would be replaced by the Keihan Keishin Line.
Japanese: 京都市営地下鉄東西線の建設主体は、醍醐～御陵間6.3kmと三条京阪～二条間3.3kmの計9.4kmは京都市の施工、京阪京津線の置き換え区間となる御陵～三条京阪間3.3kmは京都市・京阪電気鉄道などが出資する第三セクター京都高速鉄道を設立して日本鉄道建設公団の施工となった。
English: Given the fact that Kyoto Municipal Transportation Bureau has been chronically mired in red ink and Keihan Electric Railway has been in a business depression with regard to the Otsu Line, some people are still advocating an improvement in which Keihan Electric Railway would obtain qualification as a Type II Railway Business Operator and take over the subway facilities in a business-trust agreement in order to operate the Tozai Line integrally with the Keishin Line.
Japanese: もっとも、京都市交通局事業の慢性赤字や開業後の京阪電気鉄道の大津線事業の不振という現状から、京阪電気鉄道が第二種事業免許を取得し、業務委託などの形で事実上譲り受け、京津線と一体運営すべきという改善案も今なお一部に存在する。
English: March 15, 2000: The number of trains operated in the section between Daigo and Nijo during daytime hours was increased from six to eight.
Japanese: 2000年（平成12年）3月15日醍醐～二条間の列車を昼間毎時6本から8本に増発。
English: January 7, 2008: The timetable was revised prior to the opening of the line after being extended up to Uzumasa-tenjingawa.
Japanese: 2008年（平成20年）1月7日太秦天神川延伸開業に対応したダイヤ改正を先行実施。
English: However, the trains coming from the Keihan Keishin Line were operated up to Kyoto Shiyakusho-mae until the 15th.
Japanese: ただし京阪京津線から乗り入れる列車は15日まで京都市役所前までの運転。
English: Although there is an idea of extending the Tozai Line up to the direction of Rakusai in Nishikyo Ward and Nagaokakyo City, the project was put on ice when the line was extended up to Uzumasa-tenjingawa without making any substantial progress in regard to the future plan.
Japanese: 東西線は西京区の洛西方面および長岡京市までの延伸が構想として存在するが、差し当たり太秦天神川までの延伸に留まり、その後の延伸の具体的展望はなかなか描かれていない。
English: Not only does the area along the Tozai Line up to Rakusai New Town, including Umezu and Kamikatsura areas, lack a large population, but this area would also compete against the Hankyu Kyoto Main Line.
Japanese: 洛西ニュータウンに至るまでの梅津・上桂地域などの沿線人口がそれほど多くない上に、阪急京都本線と競合する。
English: Because Rakusaiguchi Station has already been completed other than Katsura Station of Hankyu Railway and another new JR station (tentatively JR Katsura Station) is scheduled to be established, it will lead to the gradual resolution of traffic inconvenience.
Japanese: 阪急桂駅以外に、阪急洛西口駅がすでに整備され、またJRの新駅（JR桂駅・仮称）も設置予定なことで、交通の不便さがある程度解消されてきた。
English: Thus there are some opinions saying that the construction of a new track line to Rakusai New Town should be separated from the existing plan and that another independent short-distance line should be established up to Rakusaiguchi Station and JR Katsura Station so that access to central Kyoto and central Osaka can be improved by transferring trains to the Hankyu Kyoto Line or the JR Kyoto Line at these stations.
Japanese: そのため、洛西ニュータウンへの路線は既存の計画とは切り離した上で、洛西口駅・JR桂駅までの独立した短距離路線で建設して、これらの駅での阪急京都線・JR京都線乗り換えで京都・大阪への都心部へのアクセスを向上させる方がまだ現実的と言う意見もある。
English: In the groundbreaking ceremony for the extension of Subway Tenjingawa (then the tentative name) held in 2002, Mr. Yorikane MASUMOTO, then the president and mayor of Kyoto City, characterized the expansion of the subway line up to Rakusai as his 'ardent wish.'
Japanese: 2002年の地下鉄天神川（当時の仮称）延伸起工式で、当時の桝本頼兼京都市長は、洛西への地下鉄延伸につき「私の悲願」と表現している。
English: Incidentally, the official website of Kyoto City states, 'We shall aim to complete the subway line up to Rakusai New Town; however, given our financial condition we should establish the section between Nijo and Tenjingawa as the first step in this direction.'
Japanese: また京都市の公式サイト上にも「（地下鉄は）洛西ニュータウンまでの整備を目指すが、財政状況を考慮し、まずは段階的に二条～天神川間から整備する」と表現している。
English: Therefore, on May 12, 2008, the Kyoto Municipal Transportation Bureau announced that it would dissolve Kyoto Kosoku Railway Co., Ltd., by the end of fiscal year 2008, and that the entire Tozai Line would be under the direct control of Kyoto City in fiscal year 2009.
Japanese: そのため、京都市交通局は2008年5月12日に、2008年度中に京都高速鉄道を解散し2009年度より、東西線全線を市直営で運営する方針を決定した。
English: This announcement was made based on the fact that the Kyoto Municipal Transportation Bureau has been paying the track line-usage fee of 5.5 billion yen per year as a financial resource for repayment of the construction cost, but a high interest rate was set for the first loan and company expenses such as labor cost began to pile up; these are becoming factors in the subway's worsening business condition.
Japanese: これは、京都市交通局が京都高速鉄道に建設費返済の財源として、年間55億円の線路使用料を支払っているが当初の借入金が高金利であること、人件費など会社の経費もかさむことなどが、地下鉄の経営悪化の要因となっているためである。
English: (2) Including users of the Karasuma Line but not including passengers who transfer mutually between the Tozai Line and the Karasuma Line (that is, indicating the number of people who pass through the ticket gate at Karasuma Oike Station)
Japanese: (2)烏丸線の乗降客数を含み、東西線・烏丸線相互間の乗換客数は含まない（つまり、烏丸御池駅の改札を通過した人数である）。
English: The Keishin Line is a railway line of Keihan Electric Railway Co., Ltd., that connects Misasagi Station, located in Yamashina Ward, Kyoto City, Kyoto Prefecture, and Hamaotsu Station, located in Otsu City, Shiga Prefecture.
Japanese: 京津線（けいしんせん）は、京都府京都市山科区の御陵駅から滋賀県大津市の浜大津駅までを結ぶ京阪電気鉄道の軌道(鉄道)路線。
English: The Otsu Line employs a line color, and that of the Keishin Line is yellow.
Japanese: 大津線ではラインカラーが採用されており、京津線のラインカラーは黄色である。
English: Further, PiTaPa was introduced on April 1, 2007 along with ICOCA, issued by the West Japan Railway Company (JR West).
Japanese: また、2007年4月1日からPiTaPaが導入され、同時に西日本旅客鉄道（JR西日本）が発行するICOCAも利用可能になった。
English: In the past, the line started from Sanjo Station (Kyoto Prefecture)--which was also used by the Keihan Main Line but later became independent from the Keihan Main Line and was renamed as Keishin Sanjo Station--passed a steep incline of 66.7 per miｌ, equivalent to Usui-toge Mountain pass or the Tokyu Tamagawa Line, located near Keage Station (Keihan), ran on a track on streets to Misasagi Station and ultimately connected Kyoto and Otsu; however, on October 12, 1997, its portion of Misasagi Station westward was abolished and the line was directly linked to the Kyoto Municipal Subway Tozai Line.
Japanese: かつては京阪本線と共通の三条駅(京都府)（後に同線から分離して京津三条駅と改称）が起点で、蹴上駅(京阪)付近では碓氷峠や東急玉川線並みの66.7パーミルの急勾配を越え、御陵駅までは併用軌道も交えて京都・大津間を結んでいたが、1997年10月12日に御陵駅以西が廃止され、京都市営地下鉄東西線へ乗り入れを開始した。
English: In the Otani - Kamisakaemachi section there also exists a steep incline of 61 per mil over Mt. Osakayama, which is east of the station.
Japanese: 同駅以東の逢坂山を越える大谷～上栄町間にも61&permilの勾配区間がある。
English: A train of this line runs on the track running on streets near Hamaotsu Station, and it's the only case in Japan where a four-car train operates on track running on streets and directly runs into the subway line (which is permitted as an exceptional case).
Japanese: 浜大津駅付近は併用軌道となっており、4両編成もの電車が併用軌道区間を走り地下鉄へ乗り入れるというのは日本全国でここだけである（特例として認可）。
English: Because it's the railway line connecting Kyoto and Otsu, this line is quite inferior to the Biwako Line, which is operated by the West Japan Railway Company and runs parallel to it, in terms of travel time, frequency of operation and fares.
Japanese: 京都と大津の都市間輸送としては所要時間や運転本数、運賃などの面で並走する西日本旅客鉄道の琵琶湖線に対して大きな差がある。
English: Particularly, after the opening of the Tozai Line of Kyoto Municipal Subway, the fare for the Sanjo - Hamaotsu section rose sharply because the fare of the Kyoto Municipal Subway and that of Keihan were charged separately.
Japanese: 特に運賃は京津線は地下鉄東西線開通以後、三条～浜大津間などでは京都市営地下鉄と京阪の運賃が別々に加算されることから一気に高くなった。
English: Even worse, passengers traveling between Yodoyabashi - Hamaotsu had to pay fares for three lines--Keihan (the Keihan Main line), Kyoto Municipal Subway and Keihan (the Otsu Line)--and buy tickets again at Sanjo Station, because no ordinary through-tickets were available (such inconvenience has been solved to a certain extent with the spread of KANSAI THRU PASS and PiTaPa).
Japanese: また、淀屋橋～浜大津では京阪（京阪線）と京都市営地下鉄と京阪（大津線）の3区間の運賃の加算になったばかりか、普通乗車券の連絡運輸が行われなかったため、三条を境にして切符の買い直しを強いられることになり、不便さが増した（ただし、これはスルッとKANSAIやPiTaPaの普及である程度解消された）。
English: Historically, given its excessive financial burden, Keihan opted to run directly into the subway without obtaining the license of a Type II Railway Business Operator despite the fact that more competitive fares could have been set if Keihan had obtained a Type II Railway Business Operator's license for the Sanjo-keihan - Misasagi Station section currently operated by Kyoto Kosoku Railway Co., Ltd.
Japanese: 三条京阪駅～御陵駅の京都高速鉄道区間を京阪が京都市営地下鉄と同様に第二種鉄道事業免許を取得すれば運賃面では有利になったのだが、京阪の負担が過大になることから第二種鉄道事業免許を取得せず、通常の乗り入れ形式を取ることになったという経緯がある。
English: However, in view of the Kyoto Municipal Transportation Bureau's chronic red ink and the sluggish business of Keihan Electric Railway's Otsu Line after the opening of the Tozai Line, there is persistent opinion that it would be better for Keihan Railway to obtain the Type II Railway Business Operator's license, take over the operation of the Tozai Line on a contract basis and operate two lines in an integrated manner.
Japanese: もっとも、京都市交通局事業の慢性赤字や東西線開業後の京阪電気鉄道の大津線事業の不振という現状から、京阪電気鉄道が東西線の第二種鉄道事業免許を取得し、業務委託などの形で事実上譲り受け、京津線と一体運営したほうがよいという意見も今なお一部に存在するなど、状況改善を望む声も少なくない。
English: Including the Ishiyama-Sakamoto Line, Keihan Electric Railway suffers a loss of \1.5 billion a year and some media once reported that Keihan was considering the abolishment of the Otsu Line.
Japanese: 石山坂本線と2線あわせて年間15億円程度の赤字が出ており、一部マスコミから大津線自体の廃線も検討されていると報じられることもあった。
English: Under such circumstances, Keihan's head office has started discussions with local municipalities (such as Otsu City) concerning the future operation of the line.
Japanese: そこで京阪本社は地元自治体（大津市など）との間で、今後の運営のあり方についての協議を始めている。
English: Keihan had originally intended to spin off these two lines from Keihan Electric Railway and establish an independent company in the autumn of 2004, but in view of the dismal prospects of a new company it decided to postpone the implementation of such an idea until the revenue and expenditures reach break-even status through the efforts of cost reduction.
Japanese: 京阪は、これら2線の経営を本社から分離し、独立採算制をとる分社化を検討しており、当初2004年秋に分社化を予定していたが、この時点で分社化しても収支改善が見込めず経営に行き詰まるとして見送られ、経費削減を図り収支が均衡した時点で分社化に踏み切ることになっている。
English: Except for some trains that run only between the Shinomiya - Hamaotsu section in the early morning and late at night, all trains run directly into the Kyoto Municipal Subway Tozai Line.
Japanese: 早朝・深夜などに四宮～浜大津間の列車があるが、それ以外の全列車が京都市営地下鉄東西線に直通運転している。
English: Out of about four direct trains an hour, two trains run to Uzumasa-tenjingawa Station and others run to Kyoto Shiyakusho-mae Station, except in the early morning and late night.
Japanese: 概ね毎時4本の直通列車のうち2本が早朝・深夜を除いて太秦天神川駅まで、残りは京都市役所前駅まで乗り入れる。
English: As a result, the line covers the whole area to Keishin-Sanjo Station (Sanjo-keihan Station), which was the former station of origin.
Japanese: これにより、以前の起点の京津三条駅（現在の三条京阪駅）までの沿線をカバーしている。
English: Express trains (which connected to local trains at Keihan-Yamashina Station where a siding was set), sub-express trains (which stopped at Keishin-Sanjo Station and each station of Misasagi Station onward) and direct trains to the Ishiyama-Sakamoto Line used to run in the past, but currently all trains are local trains that turn back at Hamaotsu Station.
Japanese: かつては急行（京阪山科にはかつて待避線が設けられており、ここで普通列車と緩急接続を行っていた）や準急（停車駅は京津三条、御陵より各駅）の運転、石山坂本線との直通運転もあったが、現在はすべて浜大津駅折り返しで普通列車のみの運転である。
English: Before the opening of the subway Tozai Line, sub-express trains ran between Keishin-Sanjo Station and Hamaotsu Station at intervals of 24 minutes.
Japanese: 地下鉄東西線開業以前の準急列車は、京津三条・浜大津駅間を24分で運転していた。
English: Currently, direct trains to the subway Tozai Line ran between Keishin-Sanjo Station and Hamaotsu Station at intervals of 22 minutes.
Japanese: 現在の地下鉄東西線乗り入れ列車は、三条京阪・浜大津駅間を22分で運転している。