nntsuzu/KFTT huggingface dataset:
English: The increase in speed was realized because high-speed operation became possible in the underground portion of the line.
Japanese: 地下区間で高速運転が可能になったことで若干の速達化が図られたといえる。
English: Trains run at 15-minute intervals in the daytime, but the line faces difficulty in the competition with JR and private cars due to the low frequency of operation.
Japanese: 昼間時間帯は15分間隔で運転されるが、本数が少ないため自動車やJRに苦戦している。
English: Given the circumstances, some people are requesting that the line be operated at ten-minute intervals, like the Keihan Main Line, but it hasn't yet realized on the ground that the transportation capacity of the line has already increased from two-car train, 15-minute interval before the opening of the subway Tozai Line to the current four-car train, 15-minute interval, while the number of passengers has declined; the further increase of transportation capacity isn't feasible in view of the additional costs.
Japanese: このため、京阪線と同じ10分間隔に増発するよう要望があるが、東西線開通前は2両編成・15分間隔だったのに比べて乗客が減少しているのに、輸送力は逆に4両編成・15分間隔と倍増しており、さらに輸送力を増やすと支出がかさむために実現していない。
English: Although trains of the Tozai Line, except for direct trains from the Keishin Line, currently run at 7.5-minute intervals, their interval when the line came into operation in 1997 was ten minutes, which was inconsistent with that of direct trains from the Keishin Line, and in 2000 the interval was changed to 7.5 minutes in order to make it consistent with the operation pattern of direct trains from the Keishin Line.
Japanese: なお、京津線直通以外の東西線列車は現在7分半間隔の運転であるが、1997年の開通当初は10分間隔で京津線直通とパターンがずれていたのを解消するため、2000年に7分半間隔に増発して京津線直通とパターンを合わせたという経緯がある。
English: Therefore, in order to shorten the interval of direct trains from the Keishin Line to ten minutes, another adjustment might be required on the part of the Tozai Line, which could be a problem.
Japanese: 京津線直通を10分間隔に増発すると再度のパターン修正が必要になるという弱点もある。
English: No ticket boxes are set inside trains, since they're so-called 'city-type one-man-operated trains' that use ticket gates at stations; consequently, tickets/fares aren't collected inside the trains.
Japanese: 列車内で料金を収受せず、駅では改札口を利用するいわゆる「都市型ワンマン列車」であることから、列車内に運賃箱がない。
English: On August 8 of every year, the day of the Biwako Fireworks Festival, extra trains operate from Hamaotsu Station to Misasagi Station.
Japanese: なお、毎年8月8日の「びわ湖大花火大会」の日のみ浜大津発、御陵行の臨時列車も運転される。
English: On this particular day, trains are operated with a conductor dispatched from the Keihan Main Line for the sake of passenger safety.
Japanese: この日は乗降客の安全確保などの理由により京阪線から派遣された車掌が乗務するツーマン運転が行われている。
English: The Kyoto Municipal Subway Tozai Line, which came into operation on October 12, 1997 and initially connected between Nijo Station in Nakagyo Ward and Daigo Station in Fushimi Ward, was extended on November 26, 2004 to Rokujizo Station in Uji City-- its first extension outside Kyoto City--and on January 16, 2008 it was extended from Nijo Station to Uzumasa-tenjingawa Station in Ukyo Ward.
Japanese: 1997年10月12日に開業した京都市営地下鉄東西線は、中京区の二条駅と伏見区の醍醐駅(京都府)を結び、さらに2004年11月26日には地下鉄が初めて京都市街を飛び出して宇治市の六地蔵駅まで延伸され、そして2008年1月16日に二条駅と右京区の太秦天神川駅との間が開通した。
English: According to the above extension, trains of the Keihan Keishin Line started running directly to Uzumasa-tenjingawa Station, the new terminal of the subway Tozai Line, instead of the previous Kyoto Shiyakusho-mae Station.
Japanese: これに伴い京阪京津線の地下鉄東西線乗り入れ区間もそれまでの京都市役所前駅から一気に新しい西の終点駅の太秦天神川駅まで延長された。
English: After the opening, the station of origin and terminus of half the trains bound for Hamaotsu from 7 a.m. until 9 p.m. and those bound for Misasagi from 6 a.m. until 7 p.m. (mostly at 30-minute intervals) became Uzumasa-tenjingawa Station, and that of other trains became Kyoto Shiyakusho-mae Station.
Japanese: なお、開通後の運行形態は浜大津方面は7時台～21時台、御陵方面は6時台～19時台の時間帯の半数の列車（概ね30分間隔）が太秦天神川発着・その他の列車は京都市役所前発着となった。
English: According to the revision of the time schedule made in January 2008, the number of trains was reduced for the first time since the line went directly into the subway, but such reduction was made only in the time zones other than the daytime and the 15-minute interval in the daytime remained unchanged.
Japanese: なお、この2008年1月に行われたダイヤ改正では、地下鉄化後初の減便改正となり、日中の15分間隔である事は変わらず、昼間以外の時間帯で減便がなされた。
English: March 19, 1906: Keishin Electric Tramway applied for approval to construct the track between the area around 117 Ohashi-cho Sanjo-dori, Shimogyo Ward, Kyoto City and Okura-cho, Otsu City.
Japanese: 1906年（明治39年）3月19日-京津電気軌道が京都市下京区三条通大橋町117番地先～大津市御蔵町間の軌道敷設を出願。
English: Kyoto Electric Railway and one other company applied for approval to construct the track between the area around 117 Ohashi-cho Sanjo-dori, Shimogyo Ward, Kyoto City and Okura-cho, Otsu City.
Japanese: 京都電気鉄道株式会社他1社が京都市下京区三条通大橋町117番地先～大津市御蔵町間の軌道敷設を出願。
English: The authorities asked Keishin Electric Tramway, Kyoto Electric Railway and one other company to compromise and join hands.
Japanese: 務官庁が京津電気軌道株式会社、京都電気鉄道株式会社他1社に対して合流・妥協を要請。
English: January 24, 1907: Based on the Track Act, the approval and work order were delivered to Keishin Electric Tramway concerning the construction of the track between the area around 117 Ohashi-cho Sanjo-dori, Shimogyo Ward, Kyoto City and Okura-cho, Otsu City.
Japanese: 1907年（明治40年）1月24日-軌道法に基づき、京津電気軌道に対して京都市下京区三条通大橋町117番地先～大津市御蔵町間の軌道敷設特許、並びに命令書が交付。
English: March 28, 1910: At the foundation shareholders meeting of Keishin Electric Tramway, held at the Kyoto Chamber of Commerce and Industry, Keishin Electric Tramway Co., Ltd., was established with 1.5 million yen in capital and Saburo OKUSHIGE, then the speaker of the House of Representatives, was nominated as the company's first president.
Japanese: 1910年（明治43年）3月28日-京都商工会議所で京津電気軌道株式会社の設立総会が開催され、資本金150万円で京津電気軌道株式会社が発足し、初代社長に奥繁三郎衆議院議長が就任。
English: April 22, 1911: The construction permit was delivered to Keishin Electric Tramway.
Japanese: 1911年（明治44年）4月22日-京津電気軌道に対して工事施工認可が下りる。
English: August 15, 1912: Keishin Electric Tramway commenced operation between Furukawacho (Higashiyama Sanjo Station, which was abolished on October 12, 1997) and Kamisekidera Station (the station that was located between the current Otani - Kamisakaemachi section and was abolished on August 15, 1971) as well as between Kamisekidera Station and Fudanotsuji Station (the station that was located between current Kamisakaemachi - Hamaotsu section and was abolished on October 1, 1946).
Japanese: 1912年（大正元年）8月15日-京津電気軌道が古川町（後の東山三条駅、1997年10月12日廃駅）～上関寺駅（現在の大谷～上栄町間にあった駅、1971年8月15日廃駅）間、上関寺～札ノ辻駅（現在の上栄町～浜大津間にあった駅、1946年10月1日廃駅）間開業。
English: Although Furukawacho was the official station of origin, actual operation was conducted starting from Sanjo-Ohashi Station.
Japanese: 正式な開業区間は古川町駅が起点であったが、実際には三条大橋駅を起点として運行されていた。
English: December 13, 1912: Based on the Track Act, the approval and work order were delivered to Keishin Electric Tramway concerning the construction of the track between Sanjo-Ohashi Station and Furukawacho Station.
Japanese: 1912年（大正元年）12月13日-軌道法に基づき、京津電気軌道に対して三条大橋～古川町間の軌道敷設特許、並びに命令書が交付。
English: December 14, 1912: With the completed construction of an overhead crossing with the Tokaido Main Line of Japanese Imperial Government Railway (the Tokaido Main Line of the West Japan Railway Company) nearby Kamisekidera Station, direct trains from Furukawacho Station to Fudanotsuji Station started to run.
Japanese: 1912年（大正元年）12月14日-上関寺駅付近の官設鉄道東海道本線（現在の西日本旅客鉄道東海道本線）との立体交差の築堤工事が完成し、古川町～札ノ辻間の直通運転を開始。
English: March 1, 1913: Through-tickets between this line and Otsu Electric Tramway (the Ishiyama-Sakamoto Line) were offered for sale.
Japanese: 1913年（大正2年）3月1日-大津電車軌道（現在の京阪電気鉄道石山坂本線）との連絡切符の発売を開始。
English: May 1, 1916: Due to the construction work of the current route of the Kyoto - Baba (Zeze Station) section of the Tokaido Main Line of the Japanese Imperial Government Railway, the work of relocating the Misasagi - Bishamon-michi section of the line to the north side of the Tokaido Main Line commenced (it was completed on August 1, 1921).
Japanese: 1916年（大正5年）5月1日-官設鉄道東海道本線の京都～馬場（現在の膳所）間の現行ルートの建設工事に伴い、御陵～毘沙門道間の一部を東海道本線の北側へ移設工事開始（竣工は大正10年8月1日）。
English: August 1, 1921: Bishamon-michi Station was renamed as Yamashinaeki-mae Station (Keihan-Yamashina Station).
Japanese: 1921年（大正10年）8月1日-毘沙門道駅を山科駅前駅（現在の京阪山科駅）に改称。
English: February 22, 1922: The company applied for permission to extend the track between Fudanotsuji and Hamaotsu.
Japanese: 1922年（大正11年）2月22日-札ノ辻～浜大津間の軌道敷設延長を出願。
English: February 29, 1922: The Nakamura Hydro Power Plant, located on the upper reaches of the Ado-gawa River, was completed.
Japanese: 1922年（大正11年）2月29日-安曇川上流に中村水力発電所が完成。
English: February 20, 1923: Sanjo-Ohashi Station, which had been operated on a temporary basis, was relocated from Sanjo-dori Street kami to the east side of Sanjo Station of the Keihan Main Line, and the Furukawacho - Sanjo-Ohashi section commenced operations as an extension of the line.
Japanese: 1923年（大正12年）2月20日-仮営業であった三条大橋駅を三条通上から京阪電気鉄道京阪本線、三条駅東側に移設し、古川町～三条大橋間が正式に延伸開業。
English: August 30, 1924: The company concluded a provisional agreement with Keihan Electric Railway Company concerning the merger of the two companies.
Japanese: 1924年（大正13年）8月30日-京阪電気鉄道株式会社と合併に関する仮条約を締結。
English: September 27, 1924: At the extraordinary shareholders' meeting of the Keihan Electric Railway Company, the acquisition of the railway business of Keishin Electric Tramway at a cost of 3.25 million yen, as well as the merger with Keishin Electric Tramway, was resolved, and the capital of Keihan Electric Railway Company was increased to 50.77 million yen.
Japanese: 1924年（大正13年）9月27日-京阪電気鉄道株式会社の臨時株主総会において、京津電気軌道株式会社の軌道事業を325万円で譲り受け、同社を合併することが決議されるとともに、京阪電気鉄道株式会社の資本金が5,077万円に増資。
English: February 1, 1925: Keishin Electric Tramway Co., Ltd., was acquired by Keihan Electric Railway Co., Ltd., and this line became the Keishin Line of the Keihan Electric Railway.
Japanese: 1925年（大正14年）2月1日-京津電気軌道株式会社が京阪電気鉄道株式会社と合併し、京阪電気鉄道の京津線となる。
English: May 5, 1925: The Fudanotsuji - Hamaotsu section came into operation as an extension of the line, and as a result the entire line came into operation.
Japanese: 1925年（大正14年）5月5日-札ノ辻～浜大津間が延伸開業し、全線開通。
English: September 1, 1926: The company assigned the electric power distribution business, which had been conducted by the former Keishin Electric Tramway, to Kyoto Dento.
Japanese: 1926年（大正15年）9月1日-旧京津電気軌道が行っていた配電事業を京都電燈に譲渡。
English: July 1, 1928: Otenmon Station and Hiromichi Station were renamed as Jingu-michi Station (Heianjingu-mae Station, which was abolished in 1944) and Okazaki-michi Station (abolished on February 20, 1931), respectively.
Japanese: 1928年（昭和3年）7月1日-応天門駅を神宮道駅（後の平安神宮前駅,1944年廃駅）に、広道駅を岡崎道駅（1931年2月20日廃駅）に、それぞれ改称。
English: February 9, 1931: Temporary platforms of Keage Station came into action due to the track relocation work.
Japanese: 1931年（昭和6年）2月9日-線路移設工事のため、蹴上駅の仮ホーム使用を開始。
English: February 20, 1931: Operation kilometers were reduced by 86 meters because the Furukawacho - Keage section, which had run on the exclusive track, was relocated to the track running on Sanjo-dori Street.
Japanese: 1931年（昭和6年）2月20日-専用軌道上の古川町～蹴上間を三条通上の併用軌道に移設したことにより営業キロが86m短縮。
English: July 23, 1931: The Midorigaoka-undojomae temporary station was established near the border between Kyoto City, Kyoto Prefecture and Otsu City, Shiga Prefecture, which was in the Shinomiya - Oiwake section.
Japanese: 1931年（昭和6年）7月23日-四宮～追分間の京都府京都市と滋賀県大津市との境界付近に緑ヶ丘運動場前臨時駅を新設。
English: February 16, 1932: The track of the Otani - Oiwake section, which ran on streets, was converted to an exclusive track.
Japanese: 1932年（昭和7年）2月16日-大谷～追分間併用軌道の専用軌道工事竣工。
English: February 1, 1933: Model 50 electric cars, which were equipped with compound motors and regenerative breaking, came into operation for the first time in Japan.
Japanese: 1933年（昭和8年）2月1日-日本初の複巻電動機付回生制動車50形電車営業運転開始。
English: May 11, 1933: The Keage - Hinooka section, which had used a track running on streets, was relocated to the exclusive track.
Japanese: 1933年（昭和8年）5月11日-蹴上～日ノ岡間の併用軌道を専用軌道に移設。
English: June 15, 1933: The travel time between Sanjo-Ohashi and Hamaotsu was reduced to 27 minutes in the case of the fastest train.
Japanese: 1933年（昭和8年）6月15日-三条大橋～浜大津間の所要時間を最速27分に短縮。
English: March 19, 1934: Three trains using the Keihan model 60 electric cars, which were the first connected cars in Japan, were completed and named 'Biwako-go.'
Japanese: 1934年（昭和9年）3月19日-日本初の連接台車京阪60形電車3編成竣工し、「びわこ号」と命名。
English: April 2, 1934: Direct train service between the Keihan Main Line and the Keishin Line via Sanjo Station and Sanjo-Ohashi Station commenced.
Japanese: 1934年（昭和9年）4月2日-三条駅・三条大橋駅経由の京阪本線・京津線の直通運転が開始。
English: Express 'Biwako-go,' which used model 60 electric cars, started running between Tenmabashi Station and Hamaotsu Station, and it linked Tenmabashi Station with Hamaotsu Station in 72 minutes in the case of the fastest train.
Japanese: 60形電車を使用し、天満橋駅～浜大津間に特急「びわこ号」の運転が開始され、天満橋～浜大津間が最速72分で結ばれる。
English: April 17, 1934: As the siding situated in front of Yamashina Station was completed, express trains between Sanjo-Ohashi and Hamaotsu started running and the travel time between Sanjo-Ohashi and Hamaotsu was reduced to 21 minutes in the case of the fastest train.
Japanese: 1934年（昭和9年）4月17日-山科駅前駅の待避線が完成し、三条大橋～浜大津間の急行運転が開始され、三条大橋～浜大津間の所要時間を最速21分に短縮。
English: October 10, 1936: The names of lines were revised, and this line became the Keishin Line belonging to the Otsu Line.
Japanese: 1936年（昭和11年）10月10日-軌道・鉄道線路名が改正され、大津線に属する京津線となる。
English: August 20, 1937: The passenger fare of the Otsu Line was revised downward.
Japanese: 1937年（昭和12年）8月20日-大津線の旅客運賃の改正を実施し、旅客運賃を値下げ。
English: June 20, 1939: The track linking the Keishin Line and the Ishiyama-Sakamoto Line was completed.
Japanese: 1939年（昭和14年）6月20日-京津線と石山坂本線との連絡線が完成。
English: 1940: Under the wartime structure, the minimum event commemorating the thirtieth anniversary of the Keishin Line was held along with the event commemorating the nation's 2,600th anniversary.
Japanese: 1940年（昭和15年）-戦時体制下の下、紀元二千六百年記念行事と相まって京津線開業30周年の祝意を表す最小限の企画が実施。
English: Around February 1940: Direct train service between the Keihan Main Line and the Keishin Line with 'Biwako-go' was suspended.
Japanese: 1940年（昭和15年）2月頃-京阪線京津線の「びわこ号」による直通運転が停止される。
English: October 1, 1943: Under the wartime governmental policy of integrating firms, the Land Transportation Business Coordination Act was enacted, and based on this act the Keihan Electric Railway Co., Ltd. merged with the Hanshin Electric Express Railway Company; consequently, the Keihanshin Express Electric Railway Company (the current Hankyu Corporation belonging to Hankyu Hanshin Holdings, Inc.) was established (the surviving company was Hanshin Express Electric Railway Company).
Japanese: 1943年（昭和18年）10月1日-戦時中の企業統合政策、陸上交通事業調整法により、京阪電気鉄道株式会社が阪神急行電鉄株式会社と合併し、京阪神急行電鉄株式会社（現在の阪急電鉄株式会社。法人格としては現在の阪急阪神ホールディングス株式会社）が発足（書類上の存続会社は阪神急行電鉄株式会社）。
English: November 21, 1944: In order to operate shuttle train service between Sanjo-Ohashi Station and Yamashinaeki-mae Station, a connecting track was set at Yamashinaeki-mae Station.
Japanese: 1944年（昭和19年）11月21日-三条大橋～山科駅前間の折り返し列車運転のため、山科駅前駅に亘り線を新設。
English: January 25, 1945: Direct trains from Tenmabashi Station to 'Omijingu Station' of the Sakamoto Line, via the Keihan Main Line and the Keishin Line, were operated in order to transport people who attended the 'Festival commemorating the thirteen-hundredth anniversary of the Taika Reform (Taika-no-kaishin)' (train No. 63).
Japanese: 1945年（昭和20年）1月25日-「大化の改新1300年祭」に天満橋駅から京阪線・京津線経由坂本線の「近江神宮駅」へ直通列車が運転される（63号）。
English: April, 1945: The company purchased three passenger trains from the Atagoyama Railway, which had ceased business on December 11, 1944.
Japanese: 1945年（昭和20年）4月-1944年12月11日に廃止された愛宕山鉄道の客車3両を譲受。
English: May 15, 1945: The operations of Keage Station, Otani Station and Fudanotsuji Station were suspended.
Japanese: 1945年（昭和20年）5月15日-蹴上駅、大谷駅、札ノ辻駅を休止。
English: April 25, 1946: The operations of both inbound and outbound trains were interrupted due to a landslide that occurred near to Kujoyama Station.
Japanese: 1946年（昭和21年）4月25日-九条山駅付近で発生した土砂崩壊のため、上下線が不通になる。
English: May 10, 1946: Hamaotsu Station of the Keishin Line was relocated from the street south side of the Ishiyama-Sakamoto Line to the old site of moorage situated on the north side of the same line.
Japanese: 1946年（昭和21年）5月10日-京津線の浜大津駅を石山坂本線の南側の路面上から同線の北側の船溜跡に移転。
English: October 21, 1946: The company resumed group tourist business on the Keishin Line only for school trips.
Japanese: 1946年（昭和21年）10月21日-学校修学旅行団体に限って京津線の団体旅客取扱を再開。
English: February 1, 1948: The operation of express trains between Sanjo-Ohashi and Hamaotsu was resumed (25 minutes in the case of the fastest train).
Japanese: 1948年（昭和23年）2月1日-三条大橋～浜大津間急行列車の運転を再開（最速25分）。
English: May 18, 1948: The passenger fare was raised by 75% throughout the line.
Japanese: 1948年（昭和23年）5月18日-全線で旅客運賃を改定し、旅客運賃を7割5分値上げ。
English: At the same time, the fare section system of the Otsu Line was revised and the number of fare sections of the Keishin Line increased from three to four.
Japanese: また、大津線の区間制が変更され、京津線内の区間が、それまでの3区から4区となる。
English: October 15, 1948: The use of the platform for outbound trains at Nagara-Koenshita Station was suspended.
Japanese: 1948年（昭和23年）10月15日-長等公園下駅の下り線ホームの使用を中止。
English: October 31, 1948: The use of the platform for outbound trains at Nagara-Koenshita Station was resumed.
Japanese: 1948年（昭和23年）10月31日-長等公園下駅の下り線ホームの使用を再開。
English: At around 16:40, the inbound train No. 25, which was standing between Keage and Kujoyama because its pole was off, retreated naturally due to a steep incline and collided with the following train, No. 58.
Japanese: 16時40分頃、上り25号車が蹴上～九条山間でポールが外れ停車中、急勾配のため自然後退し、後続の58号車に衝突。
English: Both trains further retreated due to the shock and collided with train No. 72, which was standing at Jingu-michi, and eventually the three trains were damaged rather badly.
Japanese: 同車もこの衝撃で後退し、さらに神宮道で停車中の72号車に衝突、3両とも中破した。
English: May 20, 1949: At around 22:25 at the front of the Miyako Hotel located at Keage, the main circuit breaker of train No. 37 bound for Sanjo-Ohashi melted due to the grounding of its motor circuit, and eight passengers suffered burns.
Japanese: 1949年（昭和24年）5月20日-22時25分頃、蹴上の都ホテル前で京津線の三条大橋行の37号車のモーター回路が地絡して主回路遮断器が熔解し、乗客8名が火傷を負う事故が発生。
English: July 16, 1949: The operation of 'Biwako-go' running directly between Hamaotsu and Tenmabashi restarted only on Saturdays, Sundays and national holidays.
Japanese: 1949年（昭和24年）7月16日-土曜・日曜・祝日に限り浜大津～天満橋間直通の「びわこ号」運転再開。
English: August 7, 1949: A fire broke out at Shinomiya Shako-depot around 4:30, and consequently a building and 22 passenger cars were destroyed.
Japanese: 1949年（昭和24年）8月7日-4時30分頃、四宮車庫で火災が発生し、建物と客車22両を焼失。
English: To make up for the shortage of transport capacity, both express and local trains were operated at 15-minute intervals, and additionally the bus service by Keihan-jidosha Auto Company (Keihan Bus Co., Ltd) was increased.
Japanese: 急行・普通ともに15分毎に運転し、その不足分を京阪自動車（現在の京阪バス）がバスを増発して輸送を補う。
English: August 8 - 13, 1949: The Keihan-jidosha Auto Company implemented a special schedule in order to provide bus service between Kyoto and Otsu to serve as a replacement for railway service.
Japanese: 1949年（昭和24年）8月8～13日-京津間旅客輸送に京阪自動車がバスを電車代替車として臨時ダイヤを実施。
English: November 25, 1949: Sanjo-Ohashi Station was integrated into Sanjo Station of the Keihan Main Line.
Japanese: 1949年（昭和24年）11月25日-三条大橋駅を京阪本線の三条駅に統合。
English: December 1, 1949: Keihan Electric Railway Co., Ltd., launched again with \300,340,000 in capital and took over the Keihan Main Line, the Katano Line, the Uji Line, the Keishin Line and the Ishiyama-Sakamoto Line from Keihanshin Express Electric Railway Company; consequently, this line once again became the Keihan Electric Railway's Keishin Line.
Japanese: 1949年（昭和24年）12月1日-京阪神急行電鉄株式会社から京阪本線・交野線・宇治線・京津線・石山坂本線が分離譲渡され、資本金3億34万円で京阪電気鉄道株式会社が再発足し、再び同社の京津線となる。
English: December 11, 1949: The travel time of local trains between Sanjo and Hamaotsu was reduced to 32 minutes in the case of the fastest train.
Japanese: 1949年（昭和24年）12月11日-普通列車の三条～浜大津間の所要時間を最速32分に短縮。
English: December 30, 1949: The expansion and improvement work of Misasagi Station, Yamashinaeki-mae Station and Shinomiya Station, which was required to start the operation of two-car trains, was completed.
Japanese: 1949年（昭和24年）12月30日-2両連結運転開始に伴う御陵駅、山科駅前駅、四宮駅の各駅の拡張改良工事完了。
English: January 7, 1950: A safety zone was established at the inbound-train track of Furukawacho Station.
Japanese: 1950年（昭和25年）1月7日-古川町駅の上り線に安全地帯を設置。
English: January 30, 1950: Out of 22 passenger cars of the Otsu Line that were destroyed by the fire at Shinomiya Shako-depot, 15 passenger cars that were deemed impossible to repair were abolished in addition to an aging electric passenger car and a freight car (a model 20 car and a sprinkler car).
Japanese: 1950年（昭和25年）1月30日-四宮車庫の火災によって焼失した大津線車両22両のうち復旧困難な客車15両と老朽電動客貨車各1両（20形1両、撒水車1両）を廃車。
English: September 3, 1950: Station buildings and power plants of the line were damaged by typhoon "Jane," and the total amounted about 30 million yen.
Japanese: 1950年（昭和25年）9月3日-ジェーン台風によって駅や変電所などに被害が発生し、その被害額は約3,000万円に及ぶ。
English: Due to the accident that occurred in the power cable of Kansai Electric Power Co., Inc., the power supply to the Otsu Line was interrupted for about twelve-and-a-half hours beginning at 12:30, and 13 trains that were running on the Keishin Line were forced to stop on the track.
Japanese: 大津線の関西電力送電線事故のため、12時30分から約12時間半に渡って停電し、京津線を走行中の13の旅客列車が営業線上に停車。
English: September 4, 1950: As a power failure was restored at 1:50, normal operation was resumed with the first train.
Japanese: 1950年（昭和25年）9月4日-1時50分頃に停電が復旧したため、初発から平常運転を実施。
English: September 10, 1950: Thanks to the completion of sub-main track for inbound trains at Shinomiya Station, the passing station of express inbound trains was changed from Keihan-Yamashina Station to Shinomiya Station.
Japanese: 1950年（昭和25年）9月10日-四宮駅上り副本線の新設に伴い、上り急行列車の待避駅を京阪山科駅から四宮駅に変更。
English: October 30, 1950: Restoration work for the damages caused by typhoon "Jane" finished.
Japanese: 1950年（昭和25年）10月30日-ジェーン台風による大津線の被害復旧工事が完了。
English: December 25, 1950: The work to relocate a part of the track between Otani and Kamisekidera was completed, and the platform for inbound trains at Kamisekidera Station was improved to a high-floor platform.
Japanese: 1950年（昭和25年）12月25日-大谷～上関寺間の軌道の一部移設工事を完了し、上関寺駅上り線ホームを高床ホームに変更。
English: April 1, 1951: The travel time of local trains between Sanjo and Hamaotsu was reduced to 30 minutes in the case of the fastest train.
Japanese: 1951年（昭和26年）4月1日-三条～浜大津間の普通列車の所要時間を最速30分に短縮。
English: May 15, 1951: The work to improve the track running on streets between Nagara-Koenshita and Hamaotsu started at a total cost of 884,000 yen.
Japanese: 1951年（昭和26年）5月15日-総事業費88万4千円をかけ、長等公園下～浜大津間の併用軌道改良工事を着工。
English: October 15, 1951: The work to improve the track running on streets between Sanjo and Higashiyama-Sanjo was completed.
Japanese: 1951年（昭和26年）10月15日-三条～東山三条間の併用軌道改良工事を完了。
English: October 20, 1951: The flood-damage restoration work of the outbound-train track between Keage and Kujoyama was completed.
Japanese: 1951年（昭和26年）10月20日-蹴上～九条山間の下り線の水害復旧工事を完了。
English: December 22, 1951: Trains for skiers commenced operations between Tenmabashi and Hamaotsu.
Japanese: 1951年（昭和26年）12月22日-天満橋～浜大津間にスキー列車の運転を開始。
English: December 20, 1952: The second phase of repair work of the track running on streets between Kujoyama and Misasagi for about 300 meters was completed.
Japanese: 1952年（昭和27年）12月20日-九条山～御陵間約300mの併用軌道改修第2期工事を完了。
English: April 1, 1953: Yamashinaeki-mae Station was moved eastward by 100 meters and renamed as Keihan-Yamashina Station.
Japanese: 1953年（昭和28年）4月1日-山科駅前駅を東へ100m移設し、京阪山科駅と改称。
English: July 21, 1953: The transport of the interrupted portion between Sanjo and Kujoyama was alternated by the bus service of Keihan-jidosha Auto Company, and trains were operated as a shuttle service between Hamaotsu and Kujoyama by setting up a temporary platform at Kujoyama Station.
Japanese: 1953年（昭和28年）7月21日-三条～九条山間の不通箇所間は、京阪自動車で代替輸送し、列車は九条山に仮ホームを設け、浜大津～九条山間の折り返し運転を実施。
English: October 13, 1953: The crossing set on the Kamisekidera National Route was changed to a semi-automatic one.
Japanese: 1953年（昭和28年）10月13日-上関寺国道踏切の遮断機を半自動式に変更。
English: November 24, 1953: The change of the work method of the Keishin Line that was necessary for the operation of model 200 electric cars was permitted.
Japanese: 1953年（昭和28年）11月24日-200形電車運転に伴う京津線の工事方法の変更が認可。