nntsuzu/KFTT huggingface dataset:
English: Moreover, a railway bridge over the Tama River (the Rokugo River), which had been planned to be made of imported iron and stone from England in the beginning, was made of wood due to a budget cut (later it was replaced by an iron bridge in 1877 due to its rapid deterioration).
Japanese: また多摩川（六郷川）の橋梁も、当初はイギリスから鉄と石材を輸入して架けることにしていたが、予算削減のため木橋に変更されている（後、1877年に老朽化が早いため鉄橋に交換する）。
English: There were many campaigns against the railway construction since railway was unknown to the Japanese people in those days.
Japanese: なお線路を敷設するのには、鉄道が当時の日本人にとっては未知のものであったことから、反対運動が多くあった。
English: In the end, between and around Shiba and Shinagawa where the residence of Satsuma Domain was located, embankment was built on the sea to construct the railway on it.
Japanese: 結局、薩摩藩邸等があった芝～品川付近などでは、盛土を海上に築き、その上に線路を敷くことにした。
English: About 10 kilometers, which was one third of the entire 29-kilometer railway, was built on the sea.
Japanese: 全線29kmのうち、1/3にあたる約10kmがこの海上線路になった。
English: On June 12, 1872, the train ran two round trips between Shinagawa Station and Yokohama Station (Sakuragicho Station at the present) as tentative operation for opening.
Japanese: 1872年（明治5年）5月7日(旧暦)（当時は旧暦の天保暦を使用。日本で翌年から使用を開始した西洋暦ことグレゴリオ暦では、6月12日となる）に品川駅～横浜駅（現在の桜木町駅）間で、仮開業という形で2往復の列車が運行された。
English: Incidentally, stations were not set in the middle at first, but Kawasaki Station and Kanagawa Station (Japanese National Railways) (now closed) were opened on June 5.
Japanese: なお当初、途中に駅は設けられていなかったが、6月5日川崎駅・神奈川駅(国鉄)（廃駅）が営業を開始している。
English: The opening ceremony of the line between Shinbashi Station (which later became Shiodome Station [Japanese National Railways] used only for cargo trains and is disused at present) and Yokohama Station was held at Shinbashi Station on October 14.
Japanese: そして9月12日(旧暦)（同じく10月14日）には、新橋駅（後に貨物専用の汐留駅(国鉄)となり、現在は廃止）～横浜駅間開業の式典が新橋駅で催された。
English: At time of official opening, the train ran nine round trips a day, entire travel time was 53 minutes, and scheduled speed was 32.8 km per hour.
Japanese: 正式開業時の列車本数は日9往復、全線所要時間は53分、表定速度は32.8km/hであった。
English: In commemoration of this, October 14 was designated as "Railway Memorial Day" in 1922.
Japanese: これを記念し、1922年（大正11年）に10月14日は「鉄道記念日」へ指定された。
English: The name was changed to "Railway Day" in 1994, according to the suggestion of the Ministry of Transport.
Japanese: 1994年（平成6年）には運輸省の発案により、「鉄道の日」と改称されている。
English: It is said that Western countries expressed admiration for the fact that Japan, an island nation in the Far East which had been closed off the world for a long time, completed own railways in only several years after the Meiji Restoration.
Japanese: なお欧米では、極東の鎖国をしていた島国であった日本が、明治維新より僅か数年で自前の鉄道を完成させたということには、驚嘆の声が上がったといわれる。
English: A historian Arnold J. Toynbee said, "One of the miracles in human history is modernization of Japan since the Meiji period."
Japanese: 歴史家のアーノルド・J・トインビーは、「人類の歴史の奇跡の一つは、日本の明治以降の近代化である」と述べていた。
English: There is no doubt that what had supported Japanese modernization was its network of railroads, which exceed 7000 kilometers in a little more than 30 years after opening line between Shinbashi Station and Yokohama Station.
Japanese: 新橋駅～横浜駅間開業から30年余りで7000kmを突破した日本の鉄道網が、その近代化を支えていたのは間違いない。
English: The official opening was originally scheduled on October 11 (September 9 in old calendar), the day of Chrysanthemum Festival, but postponed because of the storm, and eventually it officially opened on October 14.
Japanese: 最初、正式開業は重陽の節句の9月9日(旧暦)（同、10月11日）を予定していたが、当日は暴風雨だったため延期され、改めて9月12日に正式開業した。
English: Fares for the entire line were 1.125 yen for the first class, 0.75 yen for the second class and 0.375 yen for the third class.
Japanese: また、全区間の運賃は上等が1円12銭5厘、中等が75銭、下等が37銭5厘であった。
English: It is said that even the third class fare was as expensive as about 10 kilogram of rice.
Japanese: 下等運賃でも米が5升半（約10kg）買えるほど高額なものであったという。
English: It is said that railroad workers' attitude to passengers was arrogant because many of them were descendants of a samurai.
Japanese: 鉄道員には士族が多かったため、乗客への態度は横柄なものであったといわれる。
English: As for the practical construction, Japanese techniques based on the experience of castle construction were applied in public works, but only the railway bridge over the Rokugo River was constructed under the British's instruction using timber.
Japanese: 実際の建設に際しては、土木工事は築城経験のある日本の技術が生かされたが、六郷川橋梁だけはイギリス人の指導の下に木造で架橋された。
English: All ten steam locomotives were tank locomotives of 1B axle arrangement produced by five different manufacturers.
Japanese: 蒸気機関車10両は全て車軸配置1Bのタンク機関車で5社の製品を混合使用した。
English: Among them, four type-160 steam locomotives of Japanese National Railways made by Sharp, Stewart & Co. Ltd. were said to be the easiest to use.
Japanese: その中で4両あったシャープ・スチュアート社製の国鉄160形蒸気機関車が最も使いやすかったといわれている。
English: All passenger carriages were two-axle cars: ten first-class carriages (riding capacity of 18 passengers), 40 second-class carriages (riding capacity of 26 passengers) and eight brake vans were imported.
Japanese: 客車は全て2軸車で、上等車（定員18人）10両、中等車（定員26人）40両、緩急車8両が輸入された。
English: As for the operating condition in 1873, the following year of opening, there were an average of 4347 passengers a day.
Japanese: 開業翌年の1873年（明治6年）の営業状況は、乗客が1日平均4347人。
English: The high ratio of passenger to freight transport might have been partially due to insufficient preparation for freight management, but also due to the circumstances where there was "nothing to transport" since it was just after the Meiji Restoration and modern industries were still underdeveloped.
Japanese: また旅客と貨物の比率について、鉄道側に貨物運用の準備不足もあったが、明治維新直後で近代産業が未発達な時期であり「運ぶ荷物がなかった」事も考えられる。
English: The railway (railroad) width (gauge) was set to 1067 mm (narrow gauge), which was narrower than a standard gauge in Europe and America (1435mm).
Japanese: 線路(鉄道)の幅（軌間）が欧米の標準軌(1435mm)に比べて狭い1067mm（狭軌）になった。
English: The reason for this is said to be that a British railroad construction engineer called Ray who had been employed by the Meiji government engaged in fraudulent practices, scheming to line his own pockets by reducing costs through the use of used and unnecessary equipment (tracks and carriages); this equipment were being stored in India at that time, but had been used in the Republic of South Africa prior to that.
Japanese: その理由は、明治政府の雇った鉄道建設担当の英国人技師レイが詐欺まがいの人物で、それまで南アフリカ共和国の鉄道で使われていて、不要になってインドに当時置かれていた中古品（線路・車両）を使って鉄道を安上がりに建設して、私腹を肥やそうとしたからともいわれる。
English: Although the Ray was discharged after that, the materials transported from India were used as planned.
Japanese: 後にレイは解雇されるが、インドから運ばれた資材は予定通りそのまま使用された。
English: It is said that a narrow gauge was used for railways in the Republic of South Africa because such railways are faster to build, and they wanted to construct railways quickly to transport diamonds and gold mined in mountainous areas of the country.
Japanese: なお南アフリカの鉄道が狭軌であったのは、同地が山岳地帯であり、産出されるダイヤモンドや金を輸送する鉄道の建設を迅速に進めるには、軌間の狭いほうが速く建設できるためであったという。
English: Moreover, reportedly Shigenobu OKUMA, who was also in charge of finance of the new government at that time, did not understand what rail gauge was.
Japanese: また、当時新政府の財政も担当していた大隈重信が軌間というものを理解していなかったらしい。
English: Some say that employed foreigners such as Edmund Morel insisted to adopt narrow gauge in order to construct the railway quickly in consideration of the budget and transportation demand and that he was persuaded by them.
Japanese: エドモンド・モレルなどお雇い外国人が予算や輸送需要を考えれば、狭軌を採用して鉄道を早期に建設すべきと主張して、それら外国人の説得に押されてしまったことに拠るという説もある。
English: But even if it were the case, if the financial conditions of the Japanese government at that time (Takamori SAIGO also mentioned financial reasons to oppose the construction) and the expenses which would have cost to purchase and convey carriages for the main line from Europe or America are considered, it cannot be said that the decision of the Japanese government was a mistake.
Japanese: もっともこの場合でも、当時の日本政府の財政事情（西郷隆盛も反対論の理由の一つに財政問題を挙げている）から、ヨーロッパやアメリカ合衆国の本線用の車両を購入して輸送するコストを考えれば、必ずしも日本政府の判断が誤りだったとはいえない。
English: Shigenobu OKUMA remarked that the adoption of narrow gauge was "the gravest blunder in my life" afterward.
Japanese: なお大隈重信は、後に狭軌を採用したことを「一生の不覚であった」と述べている。
English: Some say that an inferiority complex about having narrow gauge has made today's Japanese high-level railway technology that can be seen in passenger transport systems such as Shinkansen Super Express.
Japanese: 今日の日本の鉄道技術が新幹線等旅客輸送において高い水準にあるのは、狭軌へのコンプレックスが要因であるという説もある。
English: The history of Japanese railways (the Meiji Period) covers the summary of the changes that took place from the end of the Edo Period to the end of the Meiji Period.
Japanese: 日本の鉄道史（明治）では、幕末から明治が終わるまでの期間の日本の鉄道の変遷について概説する。
English: During this period, along with the steam powered locomotive that was introduced from England and other advanced countries, the technology and know-how of these countries were used for domestic production, which led to the spread of networked railroads throughout Japan.
Japanese: この期間はイギリス等の先進国から、蒸気機関車が牽引する列車による鉄道経営が導入され、それらの技術やノウハウが国産化して確立され、鉄道網が日本全国に広がった。
English: Around this time, what began as a "curious technology from an advanced country" moved on to serve as a means of travel, an indispensable means of transportation for industrial development, and a tool for war and other functions.
Japanese: この間鉄道は「物珍しい先進国の技術」から始まって、旅行の足、産業発展に不可欠な輸送機関、戦争遂行のための道具などの責務を担った。
English: Refer to Japanese Railway History (the Taisho Period - early half of the Showa Period) for the remaining as well as Electric street car history.
Japanese: この続き、および路面電車については日本の鉄道史(大正-昭和前半)を参照のこと。
English: This technology was brought to Japan 30 years later at the end of the Edo period (1853) as a steam engine model.
Japanese: この技術は約30年後、幕末（1853年）の日本に蒸気車の模型として到来した。
English: The world's first steam locomotive railroad was built to move coal that was produced in an English mine between Stockton and Darlington about the distance of 40km.
Japanese: 世界で最初の蒸気鉄道は、イギリスの炭鉱で産出した石炭を運搬する目的でストックトンとダーリントン間約40kmに設営されたものである。
English: The "Locomotion" designed by George Stevenson was used for the locomotive.
Japanese: 機関車としてジョージ・スチーブンソンが設計したロコモーション号が使用された。
English: The main use of this railroad was transporting coal and it could also be used to carry passengers in horse carriage if requested.
Japanese: この鉄道は石炭輸送を主目的としており、旅客の依頼があれば鉄道上を馬に牽引された車輌で利用することができた。
English: Speaking about the track gauge, the international standard track gauge 4' 8 and a half inches (1435mm) was based on the track gauge used here.
Japanese: ちなみにここで採用された軌間4フィート8インチが、国際標準軌間の4フィート8インチ1/2(1435mm)の基本になったとされる。
English: Full service passenger and cargo railroad service by Liverpool and Manchester Railway came on line in 1830 in England pulled by a locomotive "Rocket".
Japanese: 本格的な客貨両用鉄道は1830年にイギリスで開通したリバプール・アンド・マンチェスター鉄道で蒸気機関車ロケット号を使用した。
English: In July 1853, four Russian warships commanded by Evfimiy Vasil'evich Putyatin sailed into Nagasaki harbor and he negotiated the opening of the country to the world with Edo bakufu (Japanese feudal government headed by a shogun).
Japanese: 幕末の嘉永6年（1853年）7月、ロシアのエフィム・プチャーチンが率いる4隻の軍艦が長崎に入港して江戸幕府と開国の交渉を行った。
English: During his stay of almost over a half year, he invited a few Japanese guests on board to demonstrate a model steam locomotive in operation.
Japanese: 約半年に及ぶ滞在期間中に何人かの日本人を艦上に招待して、蒸気車の模型の運転を展示した。
English: The invited Japanese guests were Saemon no jo KAWAJI from Bakufu, Fujio MOTOJIMA and Kitasuku IIJIMA from Saga Nabeshima Domain and others.
Japanese: 招待されたのは幕府の川路左衛門尉、佐賀県鍋島藩の本島藤夫、同じく飯島奇輔らであった。
English: The feudal retainers of the Saga clan reported it to their Lord upon return and in February, 1855, two years thereafter, Saga clan completed a model steam locomotive.
Japanese: 佐賀藩士等は藩に戻って藩主に報告したが、この2年後の安政2年（1855年）2月、佐賀藩は蒸気機関車の模型を完成させた。
English: Following Nagasaki, a model steam engine locomotive ran in Yokohama in 1854, and although it was just a model, it carried a passenger (bakushin shogun's retainer, Yanosuke KAWADA) who rode over the roof.
Japanese: 長崎に続いて1854年横浜で蒸気車の模型が走ったが、この時は模型といえども日本人（幕臣河田八之助）が客車の屋根にまたがって乗車した。
English: This model was presented to the Shogun as a gift from the President of the United States of America by Commodore Matthew Perry on his second visit to Japan.
Japanese: この模型はアメリカ合衆国のマシュー・ペリー提督が2回目の日本訪問に際して大統領から将軍への献上品として持参したものであった。
English: In the following year of the Meiji restoration, the government decided to construct the government-owned railways and the construction of the railroad between Shinbashi and Yokohama was started.
Japanese: 明治維新の翌年、政府は官営による鉄道建設を決定し、新橋・横浜間の鉄道建設が始まった。
English: A half month after the Decree for the Restoration of Imperial Rule in June 1867, a construction license for the railroad between Edo and Yokohama City was issued to American consulate secretary Aluse Portman signed by Nagayuki OGASAWARA, a bakufu roju (member of shogun's council of elders) and Gaikoku Jimu Sosai.
Japanese: 京都で王政復古の大号令が布告された半月後の慶応3年（1867年）6月、幕府の老中外国事務総裁小笠原長行の名でアメリカ領事館書記官のアルセ・ポートマン宛に江戸・横浜市間の鉄道設営免許が与えられた。
English: This license was structured under the "foreign jurisdiction method" where the management rights belonged to the side of America.
Japanese: この免許はアメリカ側に経営権がある「外国管轄方式」といえるものであった。
English: At the start of the Meiji Period, America requested the construction based on the license, but the Meiji Government declined the request on the grounds that the license was signed by Bakufu after the new government in Kyoto went into effect and it lacked a diplomatic authority.
Japanese: 明治になってからアメリカ側はこの免許を根拠に建設要請を行ったが、明治政府は「この書面の幕府側の署名は、京都の新政府発足後のもので外交的権限を有しないもの」である旨をもって却下している。
English: Subsequently the railroad construction was debated within the new government and in November 1869, and it was decided to construct the railroad between Shinbashi and Yokohama under its own control and management method.
Japanese: その後新政府内部で鉄道建設について検討が行われ、明治2年（1869年）11月に自国管轄方式によって新橋・横浜間の鉄道建設を決めた。
English: It was impossible for Japan to handle construction on its own, so they chose England to obtain technical and financial assistance.
Japanese: 当時の日本では自力での建設は無理なので、技術や資金を援助する国としてイギリスを選定した。
English: England was selected after being recognized for its technology as the country of origin of the railroads, and because the British Minister to Japan, Harry Burks gave a positive advice on Japanese railway.
Japanese: これは鉄道発祥国イギリスの技術力を評価したことと、日本の鉄道について建設的な提言を行っていた駐日公使ハリー・パークスの存在も大きかった。
English: In the following year in 1870, Edmond Morell from England was appointed as chief architect and construction started.
Japanese: 翌明治3年1870年イギリスからエドモンド・モレルが建築師長に着任して本格的工事が始まった。
English: In 1871, Masaru INOUE (Father of Japan's railroad) joined the project from the Japan side by taking up the position of Mine and Railroad head.
Japanese: 日本側では明治4年（1871年）に井上勝（日本の鉄道の父）が鉱山頭兼鉄道頭に就任して建設に携わった。
English: Japanese railway was formally opened on September 12, 1872 between Shinbashi Station and Yokohama Station.
Japanese: 日本の鉄道は明治5年（1872年）9月12日(旧暦)（旧暦、新暦だと10月14日）に、新橋駅・横浜駅間で正式開業した。
English: However, it was actually operated between Shinagawa Station and Yokohama Station for test runs a few months prior to the formal opening day.
Japanese: ただし、実際にはその数ヶ月前から品川駅・横浜駅間で仮営業が行われていた。
English: It was a big success and in the year following the opening year, it made a big profit and most of the revenue was from the passengers fares.
Japanese: 鉄道は大評判となり、開業翌年には大幅な利益を計上したが、運賃収入の大半は旅客収入であった。
English: The track gauge selected for use that affected transportation capacity was the narrow gauge (1067mm) as opposed to the International standard gauge (1435mm).
Japanese: 鉄道の輸送力を決定付ける軌間は、国際標準軌（1435mm）より狭い狭軌の1067mmが選ばれた。
English: Although a wider track guage allowed bigger trains to operate at faster speed, the drawback was that the wider gauge would cost higher construction expense.
Japanese: すなわち軌間が広いほど大きな列車を速く走らせることができるが、建設費がかさむ事が欠点である。
English: Especially considering the wider gauge required a wider curb and more space, the standard gauge was not affordable nor practical to the mountainous and financially poor Japan.
Japanese: 特に軌間が大きいほどカーブを大きく取る必要があり、貧乏国で山がちの日本では標準軌は贅沢であった。
English: The British colonies of South Africa and New Zealand adopted the 1067mm gauge.
Japanese: 当時のイギリス植民地であった南アフリカやニュージーランドも1067mmを採用している。
English: For actual construction, technology for castle construction was utilized, although only a wooden bridge over the present-day Tamagawa River was built under the supervision of an Englishman (which was replaced with an iron bridge in the 10th year of the Meiji Era).
Japanese: 実際の建設に際しては、土木工事は築城経験のある日本の技術が生かされたが、現在の多摩川にかかる六郷川橋梁だけはイギリス人の指導の下に木造で架橋された（明治10年に鉄橋に交換）。
English: All ten steam locomotives were tank locomotives with 1B axle arrangement comprised of the mixed products use from the five companies.
Japanese: 蒸気機関車10両は全て軸配置1Bのタンク機関車で5社の製品を混合使用した。
English: Four of them were made by Sharp Stewart Co., Ltd. and were said to be easiest for operation.
Japanese: その中で4両あったシャープ・スチュアート社製の機関車が最も使いやすかったと言われている。
English: Although all the trains had two axes and 10 upper class trains (18 seats), 40 middle class trains (26 seats) and 8 cabooses (train with hand-on brake) were imported, and just before the opening, 26 middle class trains were converted to the lower class trains (52 seats).
Japanese: 客車は全て2軸で上等車（定員18人）10両、中等車（定員26人）40両、緩急車8両が輸入されたが、開業前に中等車26両は定員52人の下等車に改造された。
English: Although the passenger train's chasis and frame at the time were build with iron, the main structure including walls and roof were wooden built and their modification was done by skilled Japanese master carpenters.
Japanese: 当時の客車は台車や台枠は鉄製だが壁や屋根を含む本体は木造であり、この改造は練達の日本人大工の手によって実施された。
English: As described above, Japan's track gauge was the same as other colonies of England and 'England introduced 1067mm track gauge holding Japan in lower position', but those stories told were not true.
Japanese: なお、上記のようにイギリス植民地と同じ軌間であることから「イギリスは日本を植民地と同じように格下に見て、1067mmを導入させた。」などという説が語られているが、これは誤りである。
English: The year after the opening in 1873, it had an average of 4347 passengers a day and an annual passenger income of 420,000 yen plus cargo income of 20,000 yen and subtracting the direct operating expenses of 270,000 yen, it netted 210,000 yen.
Japanese: 開業翌年の1873年の営業状況は、乗客が1日平均4347人、年間の旅客収入42万円と貨物収入2万円、そこから直接経費の23万円を引くと21万円の利益となっている。
English: The utilization ratio between passenger and cargo was due to the fact that there wasn't adequate preparation to handle cargo and there wasn't enough freight to carry just after the Meiji Restoration Period, when no modern day industries were yet fully developed.
Japanese: また旅客と貨物の比率について、鉄道側に貨物運用の準備不足もあったが、明治維新直後で近代産業が未発達な時期であり「運ぶ荷物がなかった」事も考えられる。
English: The construction of the Keihanshin area progressed smoothly at the same time as that of the Keihin district, and a line between Osaka Station and Kobe Station started operation on May 11, 1874.
Japanese: 京浜間と同時に工事が進められていた京阪神地区も順調に建設が進み、明治7年（1874年）5月11日には大阪駅・神戸駅(兵庫県)間が開通した。
English: However, it was a temporary operation, and the formal opening ceremony took place in 1877 when the line was extended to Kyoto station.
Japanese: ただしこの時は仮開業として扱われ、開業式がおこなわれたのは明治10年（1877年）に京都駅まで延伸した時であった。
English: In particular, tunnels were required to be dug underneath the riverbeds of the Ishiyagawa and Ashiyagawa rivers in order to cross as these were Tenjogawa (river that runs above the railroad track).
Japanese: 特に石屋川や芦屋川は天井川となっており、これを渡るには川の下にトンネルを掘る必要があった。
English: The first railroad tunnel in Japan was Ishiyagawa Tunnel and built with bricks under the supervision of "Oyatoigaijin".
Japanese: 日本最初の鉄道トンネルは石屋川トンネルで、お雇い外国人の指導によるレンガ造りであった。
English: Also for the Jusogawa (Shinyodogawa), the Kanzakigawa and the Mukogawa, truss bridges were built, which were designed by England, an Englishman and fabricated in England.
Japanese: また十三川（新淀川）・神崎川・武庫川には、イギリス人イングランドが設計しイギリスで製作されたトラス橋が架けられた。
English: In 1876, the line between Kyoto Station (Omiya-dori temporary station at the time) and Osaka Station were opened in which Kyoto, Osaka, and Kobe were connected.
Japanese: 明治9年（1876年）には京都駅（当初は、大宮通仮乗降場）・大阪駅間が開通し、京阪神が鉄道で結ばれた。
English: Next, the first railroad in Hokkaido, state-owned Horonai Railway was completed between Temiya Station (later abolished) and Sapporo Station (later Temiya Line and Hakodate Main Line) under the supervision of an American engineer in 1880.
Japanese: 次に、北海道最初の鉄道である官営幌内鉄道が明治13年（1880年）、アメリカ人技師の指導により手宮駅（後に廃止）・札幌駅間で完成した（後の手宮線と函館本線）。
English: The steam engine locomotives imported at that time were the Denda type made in America with an axis location 1C (JNR 7100 class steam locomotive with nick names of Benkei, Shizu and others) and some of them were preserved.
Japanese: このとき輸入された軸配置1Cのアメリカ製テンダ機関車（国鉄7100形蒸気機関車、弁慶・静などの愛称が付けられた）が、何両か保存されている。
English: Despite being off to a good start, due to budget constraints from the Seinan War, all new railway construction was halted with the exception of the Tokaido main line (entire line opened in 1889) and a few others.
Japanese: 順調にスタートした鉄道であったが、明治10年（1877年）の西南戦争後の政府の財政難の元で、新規建設は東海道本線（明治22年（1889年）全通）等を除いて殆ど停止した。
English: Within the government, Masaru INOUE advocated a government-run railway but the government adopted the formation of a network of private railways with the government assistance under the direction of the Okura-kyo (Minister of the Treasury) Masayoshi MATSUKATA.
Japanese: 政府部内では井上勝が官営鉄道による建設を主張したが、財政安定を図る大蔵卿松方正義の方針により国が援助する私鉄による鉄道網の整備が行われた。
English: The extent of the financial aid to private railways differed depending on the varying circumstances of the area of construction and was estimated to be given a careful consideration when the government made its decision.
Japanese: なお各私鉄に対する援助の内容は建設する地域事情に応じて大幅に違っており、援助に当たって政府の判断が慎重に行われたと推察される。
English: This is because of the fact that Tokaido Road's prospering maritime shipping trade and its expensive prices meant that it was little used, and that there were strong objections from the Army based on the fact that Tokaido Road's proximity to the coast left it vulnerable to foreign attack.
Japanese: これは東海道筋は海運が盛んで、運賃の高い鉄道は余り使用されないであろうとする見方、それに東海道筋は海に近く、外国の攻撃を受けやすいという陸軍の強い反対があったためであるとされる。
English: In 1883, despite having rough passage due to many dangerous spots, the construction of a line connecting Takasaki Station and Ohgaki Station began after the "Ordinance of a public bond for the Nakasendo Railroad" was issued.
Japanese: 明治16年（1883年）に「中山道鉄道公債証書条例」が交付され、高崎駅・大垣駅間の建設が始まったが、山岳地帯を通るために難所が多く工事は難航した。
English: Thus in 1886, the change of the route to Tokaido was decided after the consultation among Railroad Director INOUE, Prime Minister Hirobumi ITO and the leading figure of the Army Aritomo YAMAGATA (all three were from the Choshu Domain).
Japanese: そこで明治19年（1886年）、鉄道局長の井上と総理大臣の伊藤博文、陸軍の大立者山縣有朋（3人とも長州藩出身）が相談して東海道へルートを変更することが決定した。
English: As a result, the construction for the Tokaido Line progressed with a high pace and the entire line was opened on July 1, 1889.
Japanese: これを受けて東海道線の建設が急ピッチで進み1889年7月1日に全線が開通した。
English: In 1889, Hokkaido Coal Railway was founded by accepting a concession of then financially ailing state-owned Horonai Railway's lines and laid the lines that later became a part of the Hakodate Main Line, Muroran Main Line, and Ishikatsu Line.
Japanese: 北海道炭礦鉄道は1889年、営業不振であった官営幌内鉄道の路線を譲り受ける形で発足し、後の函館本線・室蘭本線・石勝線などの一部に該当する路線を敷設する。
English: Nippon Railway constructed the line that ran through the Tohoku region from Ueno Station to Aomori Station (later Tohoku Main Line).
Japanese: 日本鉄道は上野駅から東北地方を縦貫し青森駅に至る路線（後の東北本線）を建設。
English: The construction of this railroad was in line with the national policy and because of its anticipated financial red ink from the operation in the remote area north of Sendai Station, it received a generous government subsidy.
Japanese: この鉄道の建設は国策的要素が強く、また仙台駅以北が過疎地であり、完成後も赤字が見込まれることから、手厚い援助を受けた。
English: Those subsidies provided by the government consisted of the construction interest payment (8% annum), guaranteeing 8% income profit, free government-owned land concession, private land concession after the government purchase and the land tax exemption on the land owned by the railroad company.
Japanese: すなわち、建設中の資金利子（8%）を国が負担、開業後の収支収益の8%を国が保証、官有地の無代払い下げ、民有地の買い上げ払い下げ、用地の地租免除である。